TAM Research Management System beta


Getting Started with the TAM Research Management System

The TAM Research Management System (RMS) helps AASHTO and TRB TAM Committees plan and track research from concept through completion.


The RMS includes tools to help meet the information needs at each step of the research development process – establishing roles and responsibilities, defining milestones and recommended sequencing, and supporting collaboration and prioritization. Select one of the options below to get started.

What’s in the RMS

The RMS includes three main areas for organizing TAM research information. The project pipeline organizes current active and programmed projects. The candidate pool contains all the concepts for potential future research ideas. And the management platform is used to manage the development of formal research statements.

How the RMS Works

The RMS is updated on an ongoing basis. New candidate research statements can be submitted at any time. Candidate statements are developed and prioritized using the RMS’s collaborative rating and editing tools.

If you are a new user or would like a brief explanation of the site, check out this video introducing the basic views and operations.

How the RMS is Organized

The RMS is designed around an annual research development process. Once a year, candidate projects are selected from the candidate pool to be developed into research statements and prioritized for advancement. To help focus this process, the RMS is organized by the TAM Framework introduced in the AASHTO TAM Guide. Every candidate, statement, and active project in the RMS is indexed and searchable using the six TAM Framework elements.

73

Research concepts in the Pool


Add a new concept to the Pool


View all the concepts in the Pool


Add a comment on a concept

To add a comment, simply navigate to the candidate pool, select a candidate, and click the comment button. You will then be prompted to log in or register.

5

Prioritized statements being developed for potential submission this year


View the current set of research statements


Add a comment on a candidate statement

To add a comment, simply navigate to the current set of statements, select a statement, and click the comment button. You will then be prompted to log in or register.

Volunteer to help develop a statement


Log in to edit a statement


If you are already logged in as an admin, please proceed to the current set of statements. From there, select a statement to edit and click the “Edit Statement” button.

Log in to assign an author


If you are already logged in as an admin, please proceed to the current set of statements. From there, select a statement to edit and click the “Edit Statement” button and find the form to add an author

Log in to run a prioritization session


If you are already logged in as an admin, please proceed to the current set of statements.

7

Proposed projects from CY21




View the current project pipeline


Log in to update project information

If you are already logged in as an admin, please proceed to the project pipeline. From there, select a project to edit and click the “Edit Project” button.


Log in to add a new project


If you are already logged in as an admin, please proceed to the Add New Project page.

Prepare a report


Roadmap Snapshot

Show candidates related to:
Show candidates that will help:
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Filter candidates by the candidates' timeline target:
 
Candidates that have been submitted as Projects are outlined in blue.

Research Candidate Statement
Funding: $400,000
Funding Source: Full NCHRP
Timeframe: 24 months
Background/Description

Multiple research efforts have looked at the disciplines of Performance Measures, Risk Management, and Process Improvement. The high-level definition of these three disciplines are as follows:
• Performance management is setting measurements for delivering processes and products to provide feedback on the overall performance and ensure goals are met effectively and efficiently. Performance management may include measures for people, processes, or products.
• Risk management is a methodology that looks at risks (uncertainties) on all levels, including activity, project, program, and strategic risks. Risk Management aims to identify, assess and prepare for potential losses that may interfere with transportation operations and objectives.
• Process improvement involves the business practice of defining, analyzing, and improving processes to optimize performance and improve the experience for the end-users.

While these disciplines are heavily researched individually, very little research has taken place regarding the relationship between the three efforts and the benefits and challenges of linking them. Generally, the steps are established and separately treated within the specific system, which may impact efficiency, create redundancies, and disrupt the plans due to mixed responses. Developing the different relationships among the processes and then identifying a framework linking these processes can provide efficiencies across agencies and align efforts more readily to overarching goals and objectives. This research request is to develop a framework to support the link between the three disciplines or if improvements are needed within each discipline to support and connect to the others.

Objectives

The objectives of this research are:
1. Gather information on best practices for each discipline.
2. Clearly outline successes and best practices in each field.
3. Define any obstacles and opportunities that may exist in linking the disciplines.
4. Highlight common/uncommon language between the disciplines that may cause confusion.
5. Develop a framework on how to best link the disciplines.
6. Determine the best communication tools to support the framework.

Champions
Sadika Khan | Avenue Consultants
E-mail
Addie Hunsaker | Avenue Consultants
E-mail
Shaunna Burbidge, PhD | Avenue Consultants
E-mail
Patrick Cowley | Utah Department of Transportation
E-mail

Email Champions

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Research Candidate Statement
Funding: $400,000
Funding Source: Full NCHRP
Timeframe: 24 months
Background/Description

“Risk” can simply be defined as an uncertainty that presents either an opportunity or a threat regarding an agency’s ability to carry out their mission. Thus, agency success in risk management rests on the ability to quantify the impacts of the full range of uncertainties that may apply to them. Typically, these impacts are assessed in terms of the agency’s existing performance measures, like asset condition or safety. However, there may be much more to the story in terms of the potential for value creation or cost-cutting related to uncertainty. This would mean not only identifying and quantifying all sources of value/cost related to uncertainty, but would also mean considering risk management as integral to asset management, and not just an afterthought or add-on to traditional condition-based asset management.

As part of this, an agency would need to quantify the benefits and costs of their risk management efforts overall. For example, “We have met X% of our risk mitigation goals in the fiscal year”. Hence, depending upon the nature of the goals and objectives of an agency’s risk management program, it is essential for the agency to have a “framework” that satisfies their management needs with appropriate measures, tools, methods, and processes. The term ”metrics” is a useful term for not only defining appropriate “measures” for quantifying risk-related entities, but also in articulating how these measures will be utilized in the overall risk management framework. This research is intended to explore the current practices and state-of-the-art for metrics, and identify potential options that would be suitable for transportation agencies in the future.

Objectives

Objectives:
The purpose of this research is to:
1) Document practitioners’ ideas and preferences for managing risks and assessing the value-add of risk management programs. Some of these may be based on their current practices, and some may be based on methods they have intended to try.
2) Gather best practices for managing risks, valuing risk management overall, and implementing process improvement across the public and private sectors, including the use of “metrics” as part of these sound practices.
3) Create the basis for a “roadmap” that defines a coherent evolution in the use of performance metrics for risk management which is sensitive to the differences in agency situations, maturities in risk management, and diversity of threats they face.
4) Develop practical, actionable guidance for developing and using risk management metrics in transportation agencies.

Champions
Larry Redd | Redd Engineering
E-mail

Email Champions

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Research Candidate Statement
Funding: $400,000
Funding Source: Full NCHRP
Timeframe: 24 months
Background/Description

Transportation and its infrastructure are not ends in themselves but means for accessing places for economic activity, i.e., overcoming the friction between where you are and where you want to be. Transportation agencies, departments of transportation (DOTs), and other infrastructure owner-operators (IOOs) work to create public value in providing safe mobility. This is balanced with a desire to support societal goals and improve the quality of life. Many agencies continue evolving toward community-centered transportation by adopting more comprehensive and outcome-oriented goals for accessibility, affordability, resiliency, sustainability, public health, and security.
Measuring these less conventional outcomes (compared to traffic delay or pavement condition, for example) remains an immature practice and not widely done. There is a legacy of a strong, institutionalized bias toward infrastructure- and auto-oriented performance. Yet many emerging measures are closely tied to diverse societal goals, and practice is advancing in pockets around the country, including efforts to influence investment decision-making through a more comprehensive performance framework.

Objectives

From the perspective of getting to a more coherent national practice, the objective of this research is to get our proverbial arms around how to do this better. This begins with documenting the current state of the art, identifying methodological and institutional gaps, and charting a path toward elevating practice nationwide.
This research goal will take lessons learned from the evolution of traditional measures like pavement condition or level of service, each decades in the making and continuing to evolve, be reimagined, or even discarded. Once-novel travel time reliability is also now a “traditional” measure, but not before the Second Strategic Highway Research Program (SHRP2) began 15 years ago. This research will evolve contemporary measures, help expand emerging leading practices for adoption by agencies around the nation, and advance improved measurement, integration, and incorporation of important policy goals into investment decision-making.
The objectives of this research also directly support the American Association of State Highway and Transportation Officials’ (AASHTO’s) current formulation of the moonshot to reorient our transportation goals and investments to support communities. More effectively measuring the “non-traditional” strategic goals is fundamental to tracking our moonshot progress.

Champions
Peter Rafferty |
E-mail
Ed Block | CTDOT
E-mail
Deanna Belden | MnDOT
E-mail

Email Champions

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Research Candidate Statement
Funding: $350,000
Funding Source: Full NCHRP
Timeframe: 24 months
Background/Description

Agencies are becoming more reliant on asset inventory and condition data to create a virtual digi-tal twin to the real world assets that exist and change over time. These changes can result from accidents, natural events, maintenance or construction activities. These changes need to be reflected in the digital twin as close to real time as possible to maintain the usefulness and validity of the virtual twin.
The purpose of this proposed research is examine emerging and established technologies used to capture and update changes to these assets in the field and the necessary steps to ensure that these changes are processed and integrated into the authoritative systems in as close to real time as possible to determine the utility of the data, and how to collect, manage, and apply it more effectively.

Objectives

Emerging and current technologies hold the promise of transforming asset data col-lection for transportation asset management such as the use of drones for inspec-tions, LiDAR field data collection, continuous monitoring of real-time sensor data, and more. While the technology has been transforming, MAP-21 and the Fast Act jump started at many agencies in attaining an inventory of infrastructure assets and trans-portation data. At the same time, accessibility and affordability to collect high volumes of asset inventory data, such as LiDAR point cloud data, present the problem of how agencies can visualize and manage such large amounts of data and integrate the many layers for each transportation asset management plan. Now that the need for such data is federally recognized, further research is needed to understand what the latest technologies for asset management can offer an agency as well as how fre-quently that information needs to be captured and optimized.

Research is needed in the following areas:
· Identification of key current and emerging technologies for the capture, extrac-tion, processing and updating of asset inventory and condition data in authori-tative asset management systems
· Examples of current and emerging technologies include: mobile data collection, (iPhone, tablet, laptop), high resolution imagery, mobile LiDAR, machine learn-ing, artificial intelligence, neural networks, internet of things (IoT), nanotechnol-ogy and microelectronics, ground penetrating radar (GPR), and other data col-lection and processing and integrating technologies.
· Address the challenges of the rapid pace of technological advancement and the application of these technologies in a cost effective and practical manner, con-sidering obsolescence, staff expertise, and willingness to adopt new technolo-gies.
· Evaluate the level of extraction detail and frequency interval needed to support TAM at both the state and local levels and how can the condition assessment can be applied to the performance measures of both pavement and non-pavement assets.
· Further investigate what tools are capable of visualizing and presenting data to all stakeholders in various formats (i.e GIS, systems of engagement) with standardized and consistent formats of presentation and interaction.
· Identify best practices for managing these technologies and systems as they work holistically across the agency as cost effective enterprise solutions, includ-ing but not limited to types of expertise and staff resources.
· The research should include use cases of efficient and effective applications of these technologies, processes and systems.
· The research should consider any refinements that would need to occur in net-work level and project level asset management data collection to make the data useful for compliance (i.e. ADA), safety (i.e. bridge clearances) or engineering purposes (i.e. BIM/CIM).

Champions
Phillip Montoya | New Mexico DOT
E-mail
Baris Salman | Syracuse University
E-mail
Chris Whipple | Utah DOT
E-mail
Emily Burns | Seattle DOT
E-mail
Ian Kidner | Ohio DOT
E-mail
Louis Feagans | Indiana DOT
E-mail
Steve Wilcox | New York State DOT
E-mail

Email Champions

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Research Candidate Statement
Funding: $450,000
Funding Source: Full NCHRP
Timeframe: 18-24 months
Background/Description

FHWA Directive 5520 encourages state DOTs to develop risk-based, cost effective strategies to minimize the impacts of climate change. Environmental stressors, such as extreme heat and extreme cold, and changes in the frequency and magnitude of extreme events, is changing the lifecycle of transportation assets; i.e, reducing service life, shortening replacement cycles, and increasing maintenance costs. Maintenance personnel offer valuable insight as to the costs associated with achieving performance goals. At the same time, maintenance personnel will require guidance as to how to incorporate risk models into maintenance, inspection, replacement, and repair cycles so that scheduled and routine maintenance continue to mitigate the risk from asset deterioration.

Objectives

To fulfill the requirements of MAP-21 and FAST Act, state DOTs started to establish enterprise risk management (ERM) programs and develop risk-based assets management plan. FHWA Directive 5520 further encourages state DOTs to develop risk-based, cost-effective strategies to minimize the impacts of climate change and extreme weather events. Environmental stressors, such as natural disasters (e.g. earthquake, flood, high wind, wildfire etc.), higher average temperature etc. are changing the lifecycle of transportation assets, which also change the maintenance needs of infrastructure assets. Incorporating climate change into risk modeling and risk-based maintenance planning is important for an informative, forward-looking, and sustainable decision making and funding allocation strategy. Guidance and tools are not currently available to support the practice.

The purpose of the proposed project is to develop a guidance and prototype tool to help state DOTs assess and manage risk in maintenance practice. The specific research tasks to accomplish the main objective include:
Task 1 – Conduct a State DOT survey and in-depth interview with selected DOTs to determine the state-of-practice for
• the methodologies and tools used for risk assessment and management, and how they are integrated into asset management and maintenance practice (at enterprise level, program level, and project level).
• the methodologies for quantifying risks caused by climate change and extreme weather events
---- determine extreme weather events and climate factors need to be considered
---- determine performance matrices to measure the effects of extreme weather events and climate changes
---- quantify the risks associated with the performance effects
• maintenance actions and associated risk mitigation requirements; and effectiveness and cost of the actions.
Task 2 – Analysis the survey and interview results to find gaps that require more studies. Develop an interim report to document the survey, interview, and the results of the gap study.
Task 4 – Develop solutions for the gaps identified in Task 3.
Task 5 – Develop a draft guideline for incorporating risk management (including risks caused by climate change) in maintenance practice. Develop a prototype tool that implements the framework suggested in the draft guideline to facilitate trad-off decisions for better management limited resources and prioritize work.
Task 6 – Work with volunteer states to conduct at least two pilot projects to validate/test the developed guideline and tool. Feedbacks from the pilot states will be discussed and addressed to finalize the deliverables.

Champions
Matt Haubrich | Iowa DOT
E-mail
Ping Lu | USDOT
E-mail

Email Champions

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Title Background and Problem Statements Objectives Proposed Research Activities Desired Products Notes and Considerations Funding Estimated Timeframe Category of Funding Status
Guide for Effectively Linking Performance Measures, Risk Management, and Process Improvement

Multiple research efforts have looked at the disciplines of Performance Measures, Risk Management, and Process Improvement. The high-level definition of these three disciplines are as follows:
• Performance management is setting measurements for delivering processes and products to provide feedback on the overall performance and ensure goals are met effectively and efficiently. Performance management may include measures for people, processes, or products.
• Risk management is a methodology that looks at risks (uncertainties) on all levels, including activity, project, program, and strategic risks. Risk Management aims to identify, assess and prepare for potential losses that may interfere with transportation operations and objectives.
• Process improvement involves the business practice of defining, analyzing, and improving processes to optimize performance and improve the experience for the end-users.

While these disciplines are heavily researched individually, very little research has taken place regarding the relationship between the three efforts and the benefits and challenges of linking them. Generally, the steps are established and separately treated within the specific system, which may impact efficiency, create redundancies, and disrupt the plans due to mixed responses. Developing the different relationships among the processes and then identifying a framework linking these processes can provide efficiencies across agencies and align efforts more readily to overarching goals and objectives. This research request is to develop a framework to support the link between the three disciplines or if improvements are needed within each discipline to support and connect to the others.

The objectives of this research are:
1. Gather information on best practices for each discipline.
2. Clearly outline successes and best practices in each field.
3. Define any obstacles and opportunities that may exist in linking the disciplines.
4. Highlight common/uncommon language between the disciplines that may cause confusion.
5. Develop a framework on how to best link the disciplines.
6. Determine the best communication tools to support the framework.

AASHTO Strategic Plan Alignment: This project aligns to the AASHTO Strategic Plan by developing transportation standards and guidance. This research will aid DOTs in the furthering of organizational excellence and effective services by providing a framework through which risk and performance can be effectively measured while creating improved processes organizationally. This framework will further align internal and external agencies and their transportation interests by suggesting global updates to effective performance and risk management. As current guidelines are analyzed and potential updates are identified, transportation agencies and systems can improve through the promotion and implementation of these new processes. From this endeavor, DOTs will be able to develop continual process improvement, ensure stronger alignment among committees, and in turn create effective transportation workforce capabilities.

400000 24 months Full NCHRP
Developing New Performance Metrics for Risk Management 

“Risk” can simply be defined as an uncertainty that presents either an opportunity or a threat regarding an agency’s ability to carry out their mission. Thus, agency success in risk management rests on the ability to quantify the impacts of the full range of uncertainties that may apply to them. Typically, these impacts are assessed in terms of the agency’s existing performance measures, like asset condition or safety. However, there may be much more to the story in terms of the potential for value creation or cost-cutting related to uncertainty. This would mean not only identifying and quantifying all sources of value/cost related to uncertainty, but would also mean considering risk management as integral to asset management, and not just an afterthought or add-on to traditional condition-based asset management.

As part of this, an agency would need to quantify the benefits and costs of their risk management efforts overall. For example, “We have met X% of our risk mitigation goals in the fiscal year”. Hence, depending upon the nature of the goals and objectives of an agency’s risk management program, it is essential for the agency to have a “framework” that satisfies their management needs with appropriate measures, tools, methods, and processes. The term ”metrics” is a useful term for not only defining appropriate “measures” for quantifying risk-related entities, but also in articulating how these measures will be utilized in the overall risk management framework. This research is intended to explore the current practices and state-of-the-art for metrics, and identify potential options that would be suitable for transportation agencies in the future.

Objectives:
The purpose of this research is to:
1) Document practitioners’ ideas and preferences for managing risks and assessing the value-add of risk management programs. Some of these may be based on their current practices, and some may be based on methods they have intended to try.
2) Gather best practices for managing risks, valuing risk management overall, and implementing process improvement across the public and private sectors, including the use of “metrics” as part of these sound practices.
3) Create the basis for a “roadmap” that defines a coherent evolution in the use of performance metrics for risk management which is sensitive to the differences in agency situations, maturities in risk management, and diversity of threats they face.
4) Develop practical, actionable guidance for developing and using risk management metrics in transportation agencies.

Full NCHRP
Advancing Comprehensive Performance Measurement of Transportation Outcomes

Transportation and its infrastructure are not ends in themselves but means for accessing places for economic activity, i.e., overcoming the friction between where you are and where you want to be. Transportation agencies, departments of transportation (DOTs), and other infrastructure owner-operators (IOOs) work to create public value in providing safe mobility. This is balanced with a desire to support societal goals and improve the quality of life. Many agencies continue evolving toward community-centered transportation by adopting more comprehensive and outcome-oriented goals for accessibility, affordability, resiliency, sustainability, public health, and security.
Measuring these less conventional outcomes (compared to traffic delay or pavement condition, for example) remains an immature practice and not widely done. There is a legacy of a strong, institutionalized bias toward infrastructure- and auto-oriented performance. Yet many emerging measures are closely tied to diverse societal goals, and practice is advancing in pockets around the country, including efforts to influence investment decision-making through a more comprehensive performance framework.

From the perspective of getting to a more coherent national practice, the objective of this research is to get our proverbial arms around how to do this better. This begins with documenting the current state of the art, identifying methodological and institutional gaps, and charting a path toward elevating practice nationwide.
This research goal will take lessons learned from the evolution of traditional measures like pavement condition or level of service, each decades in the making and continuing to evolve, be reimagined, or even discarded. Once-novel travel time reliability is also now a “traditional” measure, but not before the Second Strategic Highway Research Program (SHRP2) began 15 years ago. This research will evolve contemporary measures, help expand emerging leading practices for adoption by agencies around the nation, and advance improved measurement, integration, and incorporation of important policy goals into investment decision-making.
The objectives of this research also directly support the American Association of State Highway and Transportation Officials’ (AASHTO’s) current formulation of the moonshot to reorient our transportation goals and investments to support communities. More effectively measuring the “non-traditional” strategic goals is fundamental to tracking our moonshot progress.

Full NCHRP
Using Emerging Technologies to Capture, Process, and Optimize Asset Inventory and Condition Data

Agencies are becoming more reliant on asset inventory and condition data to create a virtual digi-tal twin to the real world assets that exist and change over time. These changes can result from accidents, natural events, maintenance or construction activities. These changes need to be reflected in the digital twin as close to real time as possible to maintain the usefulness and validity of the virtual twin.
The purpose of this proposed research is examine emerging and established technologies used to capture and update changes to these assets in the field and the necessary steps to ensure that these changes are processed and integrated into the authoritative systems in as close to real time as possible to determine the utility of the data, and how to collect, manage, and apply it more effectively.

Emerging and current technologies hold the promise of transforming asset data col-lection for transportation asset management such as the use of drones for inspec-tions, LiDAR field data collection, continuous monitoring of real-time sensor data, and more. While the technology has been transforming, MAP-21 and the Fast Act jump started at many agencies in attaining an inventory of infrastructure assets and trans-portation data. At the same time, accessibility and affordability to collect high volumes of asset inventory data, such as LiDAR point cloud data, present the problem of how agencies can visualize and manage such large amounts of data and integrate the many layers for each transportation asset management plan. Now that the need for such data is federally recognized, further research is needed to understand what the latest technologies for asset management can offer an agency as well as how fre-quently that information needs to be captured and optimized.

Research is needed in the following areas:
· Identification of key current and emerging technologies for the capture, extrac-tion, processing and updating of asset inventory and condition data in authori-tative asset management systems
· Examples of current and emerging technologies include: mobile data collection, (iPhone, tablet, laptop), high resolution imagery, mobile LiDAR, machine learn-ing, artificial intelligence, neural networks, internet of things (IoT), nanotechnol-ogy and microelectronics, ground penetrating radar (GPR), and other data col-lection and processing and integrating technologies.
· Address the challenges of the rapid pace of technological advancement and the application of these technologies in a cost effective and practical manner, con-sidering obsolescence, staff expertise, and willingness to adopt new technolo-gies.
· Evaluate the level of extraction detail and frequency interval needed to support TAM at both the state and local levels and how can the condition assessment can be applied to the performance measures of both pavement and non-pavement assets.
· Further investigate what tools are capable of visualizing and presenting data to all stakeholders in various formats (i.e GIS, systems of engagement) with standardized and consistent formats of presentation and interaction.
· Identify best practices for managing these technologies and systems as they work holistically across the agency as cost effective enterprise solutions, includ-ing but not limited to types of expertise and staff resources.
· The research should include use cases of efficient and effective applications of these technologies, processes and systems.
· The research should consider any refinements that would need to occur in net-work level and project level asset management data collection to make the data useful for compliance (i.e. ADA), safety (i.e. bridge clearances) or engineering purposes (i.e. BIM/CIM).

Full NCHRP
TAM/ERM - Incorporating Risk Management into Maintenance Practice

FHWA Directive 5520 encourages state DOTs to develop risk-based, cost effective strategies to minimize the impacts of climate change. Environmental stressors, such as extreme heat and extreme cold, and changes in the frequency and magnitude of extreme events, is changing the lifecycle of transportation assets; i.e, reducing service life, shortening replacement cycles, and increasing maintenance costs. Maintenance personnel offer valuable insight as to the costs associated with achieving performance goals. At the same time, maintenance personnel will require guidance as to how to incorporate risk models into maintenance, inspection, replacement, and repair cycles so that scheduled and routine maintenance continue to mitigate the risk from asset deterioration.

To fulfill the requirements of MAP-21 and FAST Act, state DOTs started to establish enterprise risk management (ERM) programs and develop risk-based assets management plan. FHWA Directive 5520 further encourages state DOTs to develop risk-based, cost-effective strategies to minimize the impacts of climate change and extreme weather events. Environmental stressors, such as natural disasters (e.g. earthquake, flood, high wind, wildfire etc.), higher average temperature etc. are changing the lifecycle of transportation assets, which also change the maintenance needs of infrastructure assets. Incorporating climate change into risk modeling and risk-based maintenance planning is important for an informative, forward-looking, and sustainable decision making and funding allocation strategy. Guidance and tools are not currently available to support the practice.

The purpose of the proposed project is to develop a guidance and prototype tool to help state DOTs assess and manage risk in maintenance practice. The specific research tasks to accomplish the main objective include:
Task 1 – Conduct a State DOT survey and in-depth interview with selected DOTs to determine the state-of-practice for
• the methodologies and tools used for risk assessment and management, and how they are integrated into asset management and maintenance practice (at enterprise level, program level, and project level).
• the methodologies for quantifying risks caused by climate change and extreme weather events
---- determine extreme weather events and climate factors need to be considered
---- determine performance matrices to measure the effects of extreme weather events and climate changes
---- quantify the risks associated with the performance effects
• maintenance actions and associated risk mitigation requirements; and effectiveness and cost of the actions.
Task 2 – Analysis the survey and interview results to find gaps that require more studies. Develop an interim report to document the survey, interview, and the results of the gap study.
Task 4 – Develop solutions for the gaps identified in Task 3.
Task 5 – Develop a draft guideline for incorporating risk management (including risks caused by climate change) in maintenance practice. Develop a prototype tool that implements the framework suggested in the draft guideline to facilitate trad-off decisions for better management limited resources and prioritize work.
Task 6 – Work with volunteer states to conduct at least two pilot projects to validate/test the developed guideline and tool. Feedbacks from the pilot states will be discussed and addressed to finalize the deliverables.

Ranked 3 in 2021

420000 18-24 months Full NCHRP

Programmed

 
Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: June 2022
End date: June 2024
Objectives

Based on these changing conditions, the objective of this research is to investigate the needs and benefits from incorporating TSMO assets in TAMPs. The study will develop a guide for state DOTs to facilitate the inclusion of TSMO in TAMP without disrupting the established and on-going planning process.


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: July 2022
End date: July 2024
Objectives

The objectives of this research are to develop guidance promoting the use of performance-based management strategies in maintenance and to present the resulting information in a format that is easily accessible to the maintenance community.



Active

 
Project
Funding: $0
Funding Source: Full NCHRP
Start date: May 2019
End date: June 2021
Objectives

The objectives of this research project are to
• Develop enhanced techniques to consider and evaluate asset management-related risks as part of investment decision-making practices, including qualitative, quantitative, and analytical methods—building on and aligning with previous and continuing research efforts in the areas of TAM and risk management;
• Review effective processes to determine how existing and potential approaches can be used when integrating enterprise, network, and program level risk analysis. Alternative approaches should address how state departments of transportation (DOTs) make multi-objective, cross-asset investment decisions under uncertainty to best support national, state, and local asset performance goals for pavements, bridges, and other assets;
• Develop strategies and procedures for risk mitigation and response with applicable tools and tracking mechanisms for transportation agencies to improve risk assessment in existing and evolving asset management business processes; and
• Develop implementation guidance, including practical tools and techniques for incorporating risk and uncertainty, as well as possible measures of asset resilience that can be integrated into risk assessment procedures in support of national, state, and local asset performance goals.


Project
Funding: $45,000
Funding Source: Synthesis
Start date: October 2020
End date: July 2021
Objectives

The objective of this synthesis is to document current state DOT practice and experience regarding collecting and ensuring the accuracy of element level data. The synthesis will also examine how DOTs are using the data from inspection reports.

Information to be gathered includes (but is not limited to):
• Practices for collecting element level data (e.g., collection software, nondestructive evaluation methods);
• Practices and methods for ensuring the accuracy of the data collected;
• DOT business processes that use element level data (e.g., project scoping, maintenance, bridge asset management modeling and analyses, performance measurement and reporting); and
• Aspects of DOT bridge management systems that use element level data (e.g., deterioration models, action types, action costs, decision rules, performance indices).


Project
Funding: $700,000
Funding Source: Full NCHRP
Start date: May 2019
End date: August 2021
Objectives

The objectives of this research for NCHRP 02-25 are the following:
1. To produce a roadmap of effective human capital strategies for state DOTs, identifying critical areas necessary in the future to attract, retain, and develop a sustainable, qualified transportation design, construction, and maintenance workforce;
2. To identify trends, policies, and processes critical for developing and maintaining an adaptive organizational framework that will attract, retain, and develop a qualified workforce beyond 2030; and
3. To prepare an evidence-based guide that transportation industry organizations may use when developing and establishing an effective human capital program for a qualified workforce into 2030 and beyond.
The scope will be limited to the transportation workforce in design, construction, and maintenance.


Project
Funding: $45,000
Funding Source: Full NCHRP
Start date: November 2020
End date: August 2021
Objectives

The objective of this synthesis is to document the various technologies used by DOTs to inspect highway infrastructure during construction and maintenance of assets.

Information to be gathered includes (but is not limited to):
• The technologies used for inspection of new and existing highway infrastructure assets (e.g., geospatial technologies, mobile software applications, nondestructive evaluation, remote sensing and monitoring);
• The different methods used to assess the viability, efficiencies, and return on investment (ROI) of inspection technologies;
• How information from these assessments is being used (e.g., for construction project management, to allocate resources, to determine condition of the asset).


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: April 2019
End date: November 2021
Objectives

The objective of this research is to develop guidance coupled with one or more prototypical, analytical model(s) to support life-cycle planning and decision-making that applies life-cycle cost analysis as a component of a system-wide transportation asset management program. This guidance and associated analytical model(s) will apply quantitative asset-level, project-level, and network-level inputs to demonstrate methods for calculating life-cycle costs associated with alternative scenarios while taking into account preservation, rehabilitation, replacement, maintenance, and potential risk mitigation actions on a range of highway assets. To the degree possible, costs should reflect condition, risk and uncertainty, mobility, safety, and any other quantifiable aspect of transportation system performance. Although this research is targeted to state DOT highway assets within the overall transportation network, the research should also identify additional research necessary to expand the process to include other modes.


Project
Funding: $350,000
Funding Source: Full NCHRP
Start date: September 2020
End date: February 2022
Objectives

The objective of this research is to develop a guide for state DOTs and other transportation agencies on incorporating maintenance costs in a risk-based TAMP, including but not limited to the following:

1. A detailed presentation of procedures for identifying, collecting, and managing required data;

2. Using life-cycle planning tools and techniques to demonstrate financial requirements and cost-effectiveness of maintenance activities and preservation programs and the potential change in costs and liabilities associated with deferring these actions;

3. Formulating strategies that identify how to invest available funds over the next 10 years (as required by the TAMP) using life-cycle and benefit-cost analyses (and other applicable tools and techniques) to measure tradeoffs between capital and maintenance activities in alternative investment scenarios; and

4. Designing components of a financial plan showing anticipated revenues and planned investments in capital and maintenance costs for the next 10 years.


Project
Funding: $250,000
Funding Source: Full NCHRP
Start date: October 2020
End date: April 2022
Objectives

The objective of this research is to provide a scoping study for a transportation framework for all-hazards risk and resilience analysis of transportation assets. The scoping study must accomplish the following objectives:

1. Develop a comprehensive and consistent set of risk- and resilience-related terminology for transportation agency use; and
2. Provide a research roadmap for developing a framework for a quantitative all-hazards risk and resilience analysis of transportation assets, with its associated tools, and guidance on its application.

Accomplishment of the project objective(s) will require at least the following four tasks.


Project
Funding: $324,998
Funding Source: Full NCHRP
Start date: May 2020
End date: May 2022
Objectives

The objective of this research is to develop a guide for the formulation of long-range plans and budgets for replacement of highway operations equipment. The guide shall include processes and tools for consideration in making investment decisions. For the purpose of this research, long-range is defined as 20-25 years.


Project
Funding: $225,000
Funding Source:
Start date: June 2019
End date: June 2022
Objectives

The objectives of this project are to (a) document (beyond anecdotal discussions alone) concerns, issues and challenges DOTs and other government agencies have encountered in implementing federal transportation performance management (TPM) regulations; and (b) provide a framework for more systematic assessment of the costs associated with implementation.


Project
Funding: $300,000
Funding Source: Full NCHRP
Start date: June 2019
End date: July 2022
Objectives

The objectives of this research are to (1) estimate the current and future effect of dynamic CAV technologies on roadway and TSMO asset maintenance programs; (2) develop guidance on existing and proposed measureable standards associated with roadway and TSMO asset maintenance for preventive, reactive, and emerging maintenance needs; and (3) identify the associated resource and workforce development needs.


Project
Funding: $250,000
Funding Source: Full NCHRP
Start date: September 2020
End date: August 2022
Objectives

The objective of this research is to develop a guide for state DOTs and other transportation planning agencies to understand, predict, plan for, and adapt to the potential impacts of emerging disruptive technologies. In preparing this guide, the research should identify issues, effects, and opportunities at the intersection of disruptive transportation technologies and organizational performance for senior managers at state DOTs and other transportation planning agencies; and it should include but not be limited to the following components:
· Categories of technology disruptors, such as big data, expanding digitization, vehicle and infrastructure technologies, mobility as a service, the sharing economy, mobility of people and goods, alternative travel modes, and communication technologies;
· New business opportunities or partnerships and collaboration models involving the private and public sectors, as well as impacts on how agencies execute planning and prioritize investments, implement, maintain, manage and operate the transportation system;
· Roles and responsibilities of federal, state, regional, and local agencies in evaluating, approving, regulating, enforcing, and managing new ways of moving people and goods; and
· Improving overall customer service, including effects on the transportation system’s ability to provide improved access and mobility for all users.
The target audience for this research is practitioners as well as decision-makers at state DOTs and their transportation partner organizations.


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: June 2020
End date: September 2022
Objectives

The objective of this research is to develop and disseminate a practitioner-ready guidebook for state DOTs that is focused on methods for the target-setting component of transportation performance management. The guidebook will provide information on selecting effective methods that use both qualitative and quantitative sources to establish performance targets. The guidebook will also address how to re-evaluate targets, taking into account unforeseen changes impacting the transportation system, performance data, and performance reporting requirements.


Project
Funding: $350,000
Funding Source: Full NCHRP
Start date: December 2020
End date: December 2022
Objectives

The objective of this research is to develop resources for state DOTs and other transportation organizations to help them explain the value of investing in resilience throughout the life cycle of planning, engineering, design, operations, construction, and maintenance activities.

The resources should provide tools for state DOTs to (1) build the business case for investing in resilience strategies and (2) develop communication strategies to make the public and stakeholders aware of the importance of resilience as part of the state DOT's overall mission. This project should consider the diversity of resiliency issues among state DOTs and agencies.

Accomplishment of the project objective will require at least the following tasks.


Project
Funding: $370,000
Funding Source: Full NCHRP
Start date: August 2020
End date: February 2023
Objectives

The objectives of this research are to (1) develop guidelines for the applications of RFID and wireless technologies for highway construction and infrastructure asset management and (2) plan and conduct a workshop to introduce the proposed guidelines to an audience of DOT staff and other stakeholders. At the minimum, the research shall include readiness assessment of RFID and wireless technologies for different applications and implementation requirements.


Project
Funding: $400,000
Funding Source: Other CRP
Start date: August 2021
End date: February 2023
Objectives

The objective of this research is to develop a “playbook” with standards, specifications, and process flows to help airport operators with the accurate and timely delivery of new and replacement asset information/meta data to key airport stakeholders responsible for tracking and maintaining airport assets.


Project
Funding: $450,000
Funding Source: Full NCHRP
Start date: April 2022
End date: January 2024
Objectives

With the original project being completed in early 2020, the project panel has focused on both implementation of TAM Guide III and determining additional needs to make the TAM Guide III better based on the original literature research and review. An extensive literature search was conducted as a part of the original NCHRP project phase one work and the results generally incorporated and addressed in the new TAM Guide III; however, because of funding limitations, not all of the desired changes, updates, and enhancements could be addressed. Based on those limitations, the objective of this research is to provide further enhancements and content to the TAM Guide III.



Recent

 
Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: February 2017
End date: March 2020
Objectives

The objective of this research was to develop guidance (tools, procedures, and policies) for identifying, evaluating, and communicating multimodal transportation investment right-sizing scenarios. Although agencies are generally equipped to assess investment strategies, sufficient guidance is not readily available on how to identify and assess right-sizing or disinvestment scenarios in ways that clearly explain decisions associated with resource tradeoffs and constraints and how these decisions impact overall system resilience and sustainability. Outcomes of this research should enable agencies to answer questions such as, “Why are we spending more or less on (or eliminating) a given asset; and why is that a good decision given the functional requirements of the broader transportation system”? In response to this objective, the product of this research should be guidance for practitioners to implement and communicate right-sizing methods, applicable to individual projects and system-wide investment strategies. This guidance also defines and identifies additional components that can or should be encompassed by the concept of “right-sizing” as well as present a set of practical approaches for measuring and evaluating performance outcomes across a broad set of investment options.



Project
Funding: $398,300
Funding Source:
End date: March 2019
Objectives

This report extends and implements the results of NCHRP Report 806: Cross-Asset Resource Allocation and the Impact on System Performance. Case studies were used to illustrate key issues in implementing a cross-asset resource allocation approach, and the lessons learned were then used to improve the guidance and tools developed in NCHRP Report 806.



Project
Funding: $45,000
Funding Source: Synthesis
End date: May 2020
Objectives

The report is intended to help transportation agencies with building data sets and tools that support the evaluation of damage to assets associated with emergency events and to illustrate methodologies that are being used to integrate these risks into asset investment decisions.



Project
Funding: $666,617
Funding Source: Full NCHRP
Start date: June 2018
End date: January 2021
Objectives

The objective of this research is to provide transportation agencies with practical guidance, recommendations, and successful implementation practices for

1. Integrating performance, risk, and asset management at transportation agencies;

2. Identifying, evaluating, and selecting appropriate management frameworks; and

3. Recruiting, training, and retaining human capital to support asset management and related functions.


Background

The AASHTO Subcommittee on Asset Management is seeking to implement the recently completed Transportation Asset Management Research Roadmap (TAM Research Roadmap), developed under the NCHRP 08-36 quick response research program. The TAM Research Roadmap was developed in cooperation with AASHTO, TRB, USDOT, and other industry partners. It includes a multi-year research agenda to improve the overall implementation of transportation asset management at state, regional, and local transportation agencies. The purpose of the TAM Research Roadmap is to enable the TAM community to identify, propose, and implement TAM research projects necessary to improve the understanding of TAM and allow projects to be funded through various research programs including NCHRP, USDOT funding sources, and other sources.

The practice of performance, risk, and asset management has evolved over many years. MAP-21 and the recently passed FAST Act, associated rules, and guidance have clarified the federal asset management requirements. Beyond federal requirements, broader research and practice in the areas of transportation performance, risk, and asset management initiated by state DOTs and other public and private entities have added to the availability of tools, methods, and strategies. Yet, practitioners continue to struggle with integration and implementation of research findings and regulatory requirements. This state of the practice, coupled with a detailed gap analysis, was the focus of the TAM Research Roadmap. To address identified gaps, additional research is needed to implement effective transportation management practices and identify human capital needs at state DOTs, regional organizations, and local agencies. The research proposed in this study was identified within the Research Roadmap and is designed to fill gaps in several high-priority areas.


Project
Funding: $400,000
Funding Source: Full NCHRP
Start date: August 2018
End date: January 2021
Objectives

The objective of this research is to develop a guidebook presenting principles, organizational strategies, governance mechanisms, and practical examples for improving management of the processes for collecting data, developing useful information, and providing that information for decision making about management of the transportation system assets. The guidebook should assist practitioners addressing at least the following topics:

• Conducting agency self-assessments of information management practices (for example, a maturity model and leading-practices descriptions), using existing tools and techniques to the extent these are available;
• Exploring transferrable data and information management practices from a variety of sources—DOTs and others not necessarily restricted to domestic transportation agencies—that have demonstrated effective asset management;
• Considering how to incorporate evolving technologies and state-of-the-art management practices, for example by providing agencies with management scenarios and exemplary data models;
• Establishing organizational structure, personnel capabilities requirements, outsourcing policies and practices, and governance policies and procedures to support effective provision of asset management information;
• Assessing options for staff development, outsourcing, and other strategies for ensuring the agency has appropriate capability and capacity for asset information management; and
• Developing a management roadmap for implementing unified, enterprise-wide governance of asset data and information, from initial project development through transportation asset and performance management.


Background

State departments of transportation (DOTs) and other transportation agencies produce, exchange, manage, and use substantial quantities of data and information for project development and subsequent management of the system assets for which they are responsible. These agencies devote considerable resources to data collection and storage and often face challenges such as duplicating effort or gaps in data collected by various organizational units; ensuring that data sources are well documented and information is current; and providing the people responsible for planning, design, construction, and operations and maintenance of system assets with access to reliable current information for decision making.

Continuing rapid evolution of data and information technologies presents challenges as agencies seek to ensure that the transportation system delivers high performance and the agency functions effectively and efficiently. Remote sensing, Lidar, GIS, 3-D graphic displays, and virtual reality (to name a few of the newer developments) are supplementing or replacing data acquisition and information management practices once based on physical measurements and storage and display in large-format print media. Many agencies must deal with legacy data while avoiding obsolescence in their management practices. Typically fragmented DOT business practices and the decades-long processes of asset development and life-cycle service have produced disparate data sets that are poorly suited to effective long-term system asset and performance management.

Efforts are being made to address these problems. The American Association of State Highway and Transportation Officials (AASHTO) for example has developed a set of Core Data Principles (https://data.transportation.org/aashto-core-data-principles/) for transportation data. Ongoing research sponsored by the Federal Highway Administration (FHWA) will provide an analysis of the civil integrated management (CIM) data practices. Guidance produced by NCHRP, AASHTO, and FHWA addresses transportation asset management, information management, and data self-assessment (data value and data management)—see Special Note B. However, additional research is needed to provide agencies with guidance on opportunities for improving their information acquisition and management; data governance and maintenance workflows; human and business-support resources needed for data and information management; and procedures for assuring that reliable information for effective asset management is available when and where it is needed.


Project
Funding: $45,000
Funding Source: Synthesis
Start date: September 2019
End date: December 2020
Objectives

The objective of this synthesis is to document DOT collaboration with MPOs relative to target setting, investment decisions, and performance monitoring of pavement and bridge assets for performance-based planning and programming. The synthesis will focus on DOT practices to initiate and facilitate collaboration with MPOs.


Background

The FAST Act emphasizes preservation of the existing transportation system in the metropolitan long-range transportation factors. These factors directly link the practice of long-range transportation planning to the practice of transportation asset management. Transportation asset management (AM), one of the national performance areas identified in MAP-21, is a strategic approach and business model that prioritizes investments primarily based on the condition of assets. The asset management cycle involves asset management plan development, maintenance and engineering activities, asset management plan monitoring, asset prioritization, and investment trade-off activities. A key component of asset management plan development is the inclusion of a performance management framework intended to provide a systematic approach to measuring progress in the implementation of an asset management strategy while enabling auditing and monitoring. Performance measurement and transportation asset management are therefore inextricably linked.

MAP-21 resulted in increased attention being paid to performance-based transportation planning across local, regional and statewide planning scales. The result has been increased communication and coordination across the national performance goal areas. Yet the practice of asset management within state DOTs can happen separate and apart from the performance-based transportation planning activities that occur within MPOs. However, to achieve the strategic vision of transportation asset management for system preservation, measurement, monitoring and prioritization, the integration of DOT and MPO activities, and coordination in the development of AM performance measures, may be necessary.


Project
Funding: $600,000
Funding Source: Full NCHRP
Start date: July 2020
End date: November 2021
Objectives

The objective of this research is to develop a guidebook that state transportation agencies and others can use for calculation and communication of the value of transportation assets, and for selecting valuation methods to be used in transportation asset management. This guidebook, applicable to transit as well as highway modes, should (1) present a standardized terminology for discussing asset value, (2) describe currently accepted valuation methods, (3) describe the merits and shortcomings of these methods to produce measures of asset value useful for communicating among stakeholders and making resource allocation decisions, and (4) present advice on determining which valuation methods will be most useful in communication and decision-making for a particular agency.

The guidebook shall include at least the following components:
• Terminology and definitions of asset value (a) determined by generally accepted accounting principles, considering initial acquisition or construction costs and depreciation, (b) based on engineering estimates to replace the asset (considering age, condition, obsolescence, and the like), (c) based on estimates of revenues that could be produced from the assets if they were operated as a business venture, (d) based on socio-economic returns to a region’s economy and wellbeing, or (e) other relevant definitions;
• Current best practices for computation and presentation of each of the definitions of value listed above, presented in a manner that can be used by transportation agencies;
• Analysis of the advantages and shortcomings of the value methods as factors to be considered in system-level resource allocation decisions, for example, investment planning, maintenance budgeting, lifecycle management, and presentations for public discussion;
• Identification and description of needs for data and information for value computations;
• A capability-maturity model that an agency can use to characterize its valuation practices and needs and strategies for improvement;
• Advice on incorporating valuation estimates into the agency’s asset management practices.
NCHRP anticipates that the guidebook may be published by AASHTO. It should be compatible with print and web-based versions of AASHTO’s Transportation Asset Management Guide.


Background

State transportation agencies are stewards for public infrastructure assets that are essential to economic vitality, public safety, and quality of life. Accurate, relevant, and reliable asset valuation is crucial for decision-making to ensure the effective, efficient, and economical management of these public assets.

Congress required, through the Moving Ahead for Progress in the 21st Century Act (MAP 21), enacted in 2012, that each state transportation agency develop and implement a risk-based transportation asset management plan (TAMP) that includes a valuation of pavements and bridges on the National Highway System (NHS). State transportation agencies are complying with the requirements through various approaches, but have struggled to incorporate asset valuation into their asset management practices and infrastructure investment and management decisions in a consistent, meaningful way. Practices have been developed and used internationally for incorporating asset valuation into an organization’s financial statements and decision-making processes, and some guidance has been produced in the United States, but such practices have not been much used in this country. Research is needed to make a detailed assessment of the issues and present practical guidelines and procedures for valuation of public-sector transportation assets in the United States and use of valuation in transportation system and asset management decision-making.


Project
Funding: $100,000
Funding Source: Full NCHRP
Start date: April 2019
End date: January 2021
Objectives

The objectives of this research are to document (1) the state of practice within state DOTs as they implement these new requirements and (2) the impacts of implementation to date on asset condition, safety performance and the investment of federal transit funds. This research will provide states with information that will help them evaluate the effectiveness of their efforts to date and refine or adjust their implementation.


Background

On July 16, 2016 FTA issued the final transit asset management rule and an associated final notice regarding NTD reporting. State DOTs and their subrecipients have specific obligations under the rule and notice. On August 11, 2016, FTA issued the public transportation safety program final rule. This final rule in combination with the yet to be released final rule on public transportation agency safety plans and the final national public transportation safety plan, will create new obligations for State DOTs and their subrecipients. The Transit Asset Management (TAM) Plan rule and the Transit Agency Safety Plan rule are aimed at facilitating improvement in transit asset condition and safety performance.


Project
Funding: $400,000
Funding Source: Other CRP
End date: August 2019
Objectives

This guide to building information modeling (BIM) applications for airports presents guidance for evaluating the business case of applying and implementing BIM.



Project
Funding: $800,000
Funding Source: Full NCHRP
Start date: January 2020
End date: July 2022
Objectives

The objectives of this project are (1) to develop a playbook to support emergency management program review and development for state transportation agencies and (2) to develop and execute a deployment strategy to familiarize the affected transportation agencies of every state with the playbook and supporting emergency management materials. The playbook and related products and activities should encompass state DOTs, public transportation systems, and other transportation agencies under state control or influence (i.e., state transportation agencies).


Background

There is a need for a strategy-driven, actionable guide—a playbook—that, with incidental implementation support, will help emergent and part-time transportation emergency managers to understand, plan, and implement an emergency preparedness program that fits their agency’s needs, capabilities, and challenges. Such a playbook will serve as a simple, practical, and comprehensive emergency preparedness program development guide for transportation emergency managers; be generally applicable to all transportation emergency operations centers (EOCs); and be consistent with ICS/NIMS/HSEEP doctrine. A transportation-specific playbook will help close the gap in transportation emergency preparedness and enable quicker and more effective uptake of valuable scenario-based training and exercising tools that help organizations apply prerequisite planning and program development.

Translating strategy from the playbook to the real world (how to do it) is complex, as states vary in how they organize their activities. This project will develop and execute a strategy to effectively bridge the gap between all-hazards emergency management research and state transportation agency practice to improve state transportation agency responses over a broad continuum of emergencies affecting the nation’s travelers, economy, and infrastructure.


Project
Funding: $100,000
Funding Source: Other CRP
Start date: February 2016
End date: September 2017
Objectives

The objective of this research is to develop a recommended Second Edition Guide for use by state transportation agencies in planning and developing their organizational functions, roles, and responsibilities for emergency response within the all-hazards context of the National Incident Management System (NIMS). The Second Edition Guide should be suitable for adoption by the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM). The updated Guide should reference the latest state of the practice and guidance in emergency management. This effort would include guidance from USDOT, FHWA, AASHTO, FEMA, TSA, DHS, and TRB on emergency management from a state-level DOT perspective. For example, information such as found in the National Disaster Response Framework; how response impacts short- to long-term recovery; pre-disaster planning for post disaster recovery; and efforts to include resilience and sustainability should all be looked at and addressed in the document.


Background

The 2010 Guide replaces a 2002 document, A Guide to Updating Highway Emergency Response Plans for Terrorist Incidents (available on the AASHTO website at http://scotsem.transportation.org/Documents/guide-ResponsePlans.pdf), which was released following the terrorist attacks of September 11, 2001, and the subsequent anthrax attacks.
In addition to the introduction, background, and institutional context for emergency response planning, the 2010 Guide has two major sections:
Sections 3-5: Design an Emergency Preparedness Program—this contains a program-level review of the all-hazards approach to emergency management, which will help transportation agencies assess their plans and identify areas needing improvement.
Section 6: Resource Guide—this contains guidance on organizational, staffing, and position decisions; decision-making sequences; a full emergency response matrix; and a purpose and supporting resources for action reference matrix.


Project
Funding: $0
Funding Source:
End date: March 2018
Objectives

The objective of this research is to develop a recommended second edition of Security 101 for use by transportation personnel without a security background whose work requires them to address, perform, or supervise security or infrastructure protection activities as a part of their overall job responsibilities. The updated Security 101 should be suitable for adoption by the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM). The updated Security 101 should reference the latest practice and guidance in infrastructure protection encompassing cyber and physical security. This update would include guidance from USDOT, FHWA, AASHTO, APTA, FTA, FEMA, TSA, DHS, National Institute of Standards and Technology (NIST), International Organization for Standardization (ISO), and TRB. The work will update fundamental definitions for: (1) surface transportation physical and cyber security; (2) all-hazards planning; and (3) resilience of transportation operations in the post 9-11 environment. Emphasis will be placed upon expanding the Security 101 products to capture the current practice and guidance in relation to recently developed:
• Risk management and assessment processes
• Standards, guidance, and tools
• Technologies for transportation infrastructure protection
• Staffing models and deployment methods
• Design build and structural improvement criteria
• All-hazards resource acquisition, budgeting, and allocation
• Security and emergency management implementation methods and procedures
• Legal issues associated with security management
• Employee training requirements


Background

Since publication of Security 101, there have been both significant changes and a substantial increase in knowledge about surface transportation security. The decade-long effort to improve the state of security and emergency management practice in the transportation industry has produced new strategies, programs, and ways of doing business that have increased the security of our transportation systems as well as ensured their resiliency. Research is needed to update Security 101 to reflect the changed circumstances and to include cyber-related information.


Project
Funding: $400,000
Funding Source: Full NCHRP
End date: July 2018
Objectives

The objective of this research was to develop guidance for transportation decision makers to incorporate freight, transit, and incident response stakeholders into the integrated corridor management (ICM) process. ICM can range from simple to sophisticated and may continually change. The research will make use of existing FHWA and SHRP2 efforts, incorporating these and other efforts as needed. The guidance should address a broad range of operational and efficiency issues, including documented characteristics and potential approaches related to implementation of the ICM strategies.




Project
Funding: $250,000
Funding Source:
End date: December 2018
Objectives

The objective of this research is to develop a guide to bus transit service reliability. The guide will include a toolbox of resources that may be used to diagnose and manage bus transit service reliability and will describe benefits, costs, and outcomes of potential policies, strategies, and actions.



Project
Funding: $45,000
Funding Source: Synthesis
Start date: October 2019
End date: May 2021

Project
Funding: $300,000
Funding Source: Other CRP
End date: June 2019
Background

This guide helps agencies to incorporate equity into their transportation plans through a five-step framework for conducting equity analyses. The five steps are: identifying populations for analysis, identifying needs and concerns, measure impacts of proposed agency activity, determine if impacts are disparate or have adverse effects, and develop strategies to avoid and mitigate inequities. Though intended for Metropolitan Planning Organizations (MPOs), this guide is also applicable to transit agencies, state DOTs, and other transportation agencies that seek to address equity in their plans, programs, and policies.


Background

NCHRP Synthesis 546: Use of Weigh-in-Motion Data for Pavement, Bridge, Weight Enforcement, and Freight Logistics Applications documents how DOTs incorporate weigh-in-motion data into such applications as bridge and pavement design and management, load ratings, weight enforcement support, and freight planning and logistics.


Project
Funding: $400,000
Funding Source: Full NCHRP
Start date: April 2018
End date: October 2020
Objectives

The objectives of this research were the following:
1. To develop a framework for identifying, collecting, aggregating, analyzing, and disseminating data from emerging public and private transportation technologies.
2. To outline a process for using this framework to help decision-makers incorporate data from emerging technologies into transportation planning and policy.


Background

The expanding deployment of emerging transportation technologies, including connected vehicles (CVs), automated vehicles (AVs), shared mobility, mobility on demand, and activities associated with smart cities and communities, has increased the need and demand for improved management of associated data. While existing transportation databases have sometimes been curated and analyzed for specific project purposes, improved collaboration is needed to inform state and local agencies of lessons learned and best practices, which often produce ”big data” at magnitudes not previously seen.

To demonstrate and build on these emerging technologies, a wide range of institutions, both public and private, have initiated and invested in major pilot programs. These efforts are also supported by U.S. DOT through several federal initiatives such as the following:

• CV Pilot Deployment Program,
• The Smart City Challenge,
• The Advanced Transportation and Congestion Management Technologies Deployment Program of FHWA

As these efforts continue to expand, the amount and quality of data surrounding the application of emerging technologies is also expanding. In response, an improved collaborative approach to data analytics has the potential to improve our ability to address transportation planning and policy questions critical to informed and effective decision-making at state and local public agencies.

State and local transportation agencies are eager to learn from the experiences of early adopters of changing and emerging transportation technologies. Formulating a framework that establishes specific procedures for identifying, collecting, aggregating, analyzing, and disseminating data should significantly contribute to effective transportation decision-making.


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