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.

25

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:
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Filter candidates by the candidates' timeline target:
 
Candidates that have advanced to Milestone 2 are outlined in blue.

Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Background/Description

We want to achieve societal goals/quality of life and create public value. How do we measure this? Can the current emerging measures be utilized (e.g. accessibility, equity, resilience)? How about internal agency goals and measures? Measuring internal agency and non-traditional transportation areas would help show the achievement we want. This could/would include internal workforce and diversity measures but also non-traditional things out in the world, on/for the transportation system. How can we measure the public value created that is more expanded than just transportation benefits?

Objectives

The public, society at large, is demanding that we consider impacts and performance in a range of dimensions that state DOTs have not traditionally focused on. This is likely to require non-traditional performance measures to capture the impacts of the system we deliver on those performance dimensions.

  • Measuring the public value of transportation initiatives (I.e., education reduces crime). Utah is working on measuring the quality of life. 
  • Identify new measures to address arising areas of importance such as accessibility, resilience, and equity.
  • Includes developing new measures and using measures that exist but transportation has less experience with.
  • Seek to represent non-traditional goals in the decision-making process
  • Connect with the broader societal goals that the public really wants to achieve.
  • Additional new measurement areas include: resiliency, maintenance, usage, supply chain, and climate change.

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

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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Background/Description

Research to improve DOTs capability and capacity for data-driven decision making.

Objectives

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Highlight effective practices in each discipline (PM, RM, PI) and develop a guide to link the programs (including best practices).

Champions

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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Background/Description

In many cases, states and other local government agencies have performance measures developed through the extensive public outreach involved in the various strategic planning efforts. For example, freight mobility in an urban area often means travel-time vs. in a rural area it means the system’s ability to carry the desired loads (i.e., height, width, and load restrictions not meeting expectations). In either case, the end results are wasted time and fuel and more GHG emissions.

By definition, these local measures are important to the end users of the transportation system, because of how they were developed through public input. Therefore, local policymakers often want or require these measures to be used in the decision processes and to tell the local story. From a local agency viewpoint, it would be ideal if these measures could also be used to tell the national story. This would avoid potentially conflicting stories between local and national measures and would avoid the duplicate work of collecting, monitoring, and analyzing similar measures related to the same basic goal.

Objectives

Develop a means of consolidating the many related local measures into a national measure that describes and monitors the national transportation system’s ability to meet the traveling public’s needs.

Champions
Scott Zainhofsky | NDDOT
E-mail
Jack Smith | NDDOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Objectives

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

  • Seek better data from the private sector and third parties, and fuse this data with DOT data to generate new comparisons and insights.
  • Collect and develop datasets for mobility and traffic.
  • Explore the availability of new datasets and identify ways to use datasets with DOT data for calibration of QA/QC.
  • Compare the scope, availability, reliability, and accuracy of privately available transportation mobility and traffic datasets sold by companies such as INRIX, Teralytics, Streetlight, etc.
  • Update and improve data definitions, especially for traffic. (State DOTs often measure traffic in discrete measures like AADT, but people are increasingly using a blend of modes to move from origin to destination, and traffic data should reflect that.)

Champions
Alex Finch | Connecticut DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Background/Description

Transportation agencies make resource allocation decisions for multiple service areas, and the impacts of these decisions are often captured with performance measures. Condition measures for physical asset classes pavements, bridges, etc.; performance measures for system operations (snow and ice control, traffic operations, emergency response) and quality of life measures (safety, accessibility, equity) are used by agencies to evaluate these resource allocations. State agencies generally have flexibility to adjust the level of investment of these categories, yet evaluation of the tradeoffs or optimization of these decisions are often limited to similar measures (e.g. asset measures bridge condition vs pavement condition). There is potential benefit in expanding the scope of these analyses to include performance measures and investment classes of less similar nature. What are the practices and tools used for cross asset resource allocation used by state agencies that include services and quality of life investments?

Objectives

  • Investigate, compile, and categorize examples of organizations’ efforts of using performance measures and data supported practices and tools for cross resource allocation and goal-oriented decisions.
  • Develop methodology to capture qualitative descriptions of performance.
  • Develop a framework to address resource allocation between capital and maintenance decisions (e.g. traffic operations, snow & ice vs physical assets).

Champions
Deanna Belden | MnDOT
E-mail
Scott Zainhofsky | NDDOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Background/Description

Transportation agencies traditionally had a very steady workforce. The combination of changes in young people’s work patterns and the economic changes that drive workforce availability requires that agencies need to act more proactively on how to deliver transportation programs. Research is needed to understand the behavioral patterns and mechanisms to both mitigate variability in workforce availability and what can be done proactively to benefit the agency.

With the increased funding states are receiving based on the IIJA and BFP. NMDOT has identified the fact that we may run into contractor availability to meet the needs of the upcoming projects.

Objectives

  • Understand changes in transportation workforce behavior
  • Understand the economic forces that change transportation workforce behavior
  • Determine ways that transportation agencies can better manage with these forces
  • Recommend steps that agencies can take to work within these forces

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Background/Description

Miscellaneous assets are secondary highway assets (not roadway or bridge), such as small culverts, highway lighting, retaining walls, etc. Formerly these assets were dealt with while doing major pavement/bridge projects. As those projects have become more “focused”, we need systematic approaches to managing those miscellaneous assets in their own program/projects. What is the right life cycle approach for these kinds of assets? There is a cost to collect, inspect, and manage inventories of these assets. For some assets, it may not make sense to track at all, and just replace as the asset reaches the end of its life.

Objectives

Determine how to best manage miscellaneous assets, and to what level.

Champions
Todd Shields | Indiana DOT
E-mail

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Research Candidate Statement
Funding: $500,000
Funding Source: Full NCHRP
Timeframe: 18-24 months
Background/Description

Research is needed on the importance of data governance from the conception of a project’s data dictionary, through the inventory and condition assessment and continuing with the data management and integration into transportation asset management systems. A question worth pursuing is whether all aspects of language, wording, numbering, and measurement units should be standardized or if template guides could be developed for each agency to standardize their unique asset type requirements, but in a nationally recognized format for easy translation.

After establishing governance routines for asset data collection and management, the next phase of research would involve the security aspects of an agency’s data as well as the quality assurance measures applicable to grow confidence in the data’s quality. A full review of best practices for data security procedures could break the barrier of IT to asset manager. Additionally, once definitions and governance procedures are established, the quality assurance process becomes more stream-lined and gives better confidence to the decision makers.

Objectives

● Guidance on establishing BIM data governance and quality standards to support asset management.
● Recommend standards for data transfer between data collection and asset management systems.
● Develop maturity scales for BIM implementation and establish appropriate maturity level for integration of TAM
● Research on BIM applications to support DOTs' data governance specific to the collection of data by one part of the agency can be used directly by other parts of the agency
● Evaluate cost effectiveness of collecting and managing data through BIM at a sufficient level of quality.
● Aligning the focused but detailed project-level data with network-wide but less detailed TAM data.

Champions
Will Duke | Spy Pond Partners
E-mail
Louis Feagans | InDOT
E-mail
Trish Stefanski | MnDOT
E-mail
Buffy Conrad | MDOT SHA
E-mail

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Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

  • Understand state DOTs' rules governing their data sharing agreements and intellectual property
  • Explore agency methods and examples for monetizing data
  • Identify what IP exists for sharing and selling data
  • Find and highlight best-practices in multi-state data agreements
  • Understand what agencies and organizations are doing to support their data sharing agreements
  • Recognize what data should be collected, sought, and shared

Champions
Alex Finch | Connecticut DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source: Synthesis
Timeframe:
Background/Description

Several states have established offices to implement continuous improvement processes such as Lean, Design Thinking, or Change Management. Over 30 of these offices participate in the Transportation Lean Forum (TLF), an informal group that operates in association with the AASHTO Subcommittee on Organization Management. In addition to formal offices, some states make less formal “grass roots” efforts to improve their processes. A synthesis would conduct a side-by-side study of the states’ efforts, including efforts in states that are not participating in the TLF, find what is working and what is not, assist states to identify improvements that they might implement, and set a baseline of the current “state of the art” that could inform future research on the outcomes of these efforts.

Objectives

Lean Improvement research questions:

  1. Are there other states and countries with Lean Improvement or similar offices?
  2. In what types of work are they achieving success?
  3. Are there difference in focus between the DOTs?
  4. Are there lessons to be learned by DOTs about how they might best improve their improvement efforts? (e.g., the Lean effort in England focuses mainly on the application of Lean principles in construction, but US States have not yet adopted Lean Construction to any great extent.)

Efficiency research questions:

  1. Are there other states and countries with efficiency reporting requirements?
  2. How do the reported efficiencies compare?
  3. Are there types of efficiency that are reported in some states but not others?
  4. Are there lessons to be learned by DOTs about how they might best improve their efficiency?

Champions
Nigel Blampied | Projectresearch.org
E-mail

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

How to define pavement management sections. What gets included? What happens to the assets that we don’t decide to treat as part of a project?

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Develop tools and strategies to measure the effectiveness of risk management processes in order to determine what works well. 

Champions
This candidate currently has no champions

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Emerging technologies hold the promise of transforming asset data collection for transportation asset management such as the use of drones for inspections, 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 transportation 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 analysis can offer an agency as well as how frequently that information needs generated.

Research is needed in the following areas:

  • Address the adoption and practical application of these technologies and the rapid pace of technological advancement.
  • What level of extraction detail and frequency interval is needed to support TAM at both the state and local levels and how can the condition assessment be applied to the performance measures of both pavement and non-pavement assets?
  • Further investigate what tools are capable of visualizing asset extraction layers, as well as presenting such data to all stakeholders in powerful GIS formats with standardized TAM graphics for universal interpretation.
  • As the accuracy of techniques such as mobile LiDAR improves, the ability of traditional asset management data begins to converge with the accuracy needed for engineering purposes such as design and construction. If asset data at the network level becomes sufficiently accurate redundant data collection can be eliminated. The research should consider any refinements that would need to occur in network level asset management data collection to make the data useful for compliance (i.e. ADA), safety (i.e. bridge clearances) or engineering purposes.

Champions
Steve Wilcox | New York State DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Develop guidance for crafting an effective risk management communication strategy with materials (i.e.., metrics, dashboards, regular reports) with a clear explanation of uncertainty, risk tolerance, and associated risk mitigation strategies. 

Champions
Patrick Cowley | Utah DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Background/Description

Reimagine the DOT Organizational and Decision Making Paradigm from - one that is driven by planning, design and construction – to one driven by the need to maintain and operate an established system based on principles of asset management and transportation system operations

Objectives

To rethink how a transportation agency should be organized to maintain and operate an existing system in real time. That includes a focus on preservation and maintenance of existing assets, responding quickly and effectively to incidents and emergencies, and operating the system at an optimized level of service given funding constraints. The research will consider what systems and processes need to be in place to monitor conditions and operations, the role of maintenance and asset management in programming and project development, effective use of agency forces, budgeting for maintenance and replacement over the lifecycle, and how to manage risk as a compliment to resource constrained asset management strategies. The research will look at various public and private sector models that look at organizational structure, element driven contracting, funding allocation models, and the role of in house vs contract resources to maximize the cost effectiveness of resource investments.

Champions
Steve Wilcox | New York State DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Background/Description

All states are taking on resiliency in their asset management plans this year, and there are additional resilience-focused programs available from FHWA.

Objectives

  • Explore current state of practice to establish a baseline.

Champions
This candidate currently has no 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

The purpose of the proposed research project is to develop a framework and guidance to help state DOTs on how to integrate and manage risk into maintenance practice. The specific research tasks to accomplish the main objective include:
• Task 1 – Conduct an in-depth literature review of all studies related to risk assessment and its incorporation in maintenance practices not only in the transportation sectors but also in other sectors (e.g., water sector, etc.)
• Task 2 – Conduct a gap assessment of the state of practice to determine what is still needed to incorporate risk assessment in maintenance practices
• Task 3 – Develop methodologies to incorporate existing risk assessment methodologies into maintenance practices.
• Task 4 – Develop methodologies for determining how to adjust maintenance cycles and changes in maintenance costs under non-stationary conditions.
• Task 5 – Develop guidance to help state DOTs to implement risk assessments into maintenance practice.

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

Financial risks can threaten the strategic objectives of transportation agencies - e.g., the safe and reliable and efficient movement of people and goods. For example, the Highway Trust Fund is tied to taxes on gas and diesel. However, the recent COVID-19 pandemic greatly reduced American consumption, thus dramatically reducing revenues. State DOTs have seen their budgets slashed by 30% or more, forcing delays in some projects. Furthermore, external mandates can impose both risks and opportunites. A well-funded mandate could mean state DOTs have additional funding for enhancing resilience, while an unfunded mandate could force a DOT to choose between maintenance and projects. The objective of this project is to help transportation leaders with decision-making tools for allocating limited resources when subjected to unpredicatable financial conditions.

Objectives

The purpose of the proposed research project is to provide state DOTs with the necessary tools to assess and manage financial risk at the enterprise and program levels.

The specific research tasks to accomplish the main objective include:

• Task 1 – Conduct an in-depth literature review of all studies related to assessment and management of financial risks in transportation agencies, especially at the enterprise and program levels, including national and international examples as available.
• Task 2 – Conduct a gap assessment of the state of practice to determine what is still needed to incorporate financial risk at the enterprise and program levels.
• Task 3 – Develop a methodology for identifying and quantifying financial risks at the enterprise and program levels.
• Task 4 – Develop metrics and performance indicators for evaluating effectiveness of financial risk countermeasures.
• Task 5 – Develop decision-making tools for resource allocation under conditions of financial uncertainty.
• Task 6 – Develop methodology and guidance on consideration of program and potentially project-level financial risk within the enterprise.
• Task 7 – Pilot test the developed processes with multiple state DOTs and revised methodology as needed.
• Task 8 – Develop an implementation guide to help state DOTs to incorporate these processes into existing agency programs and projects.

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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Emphasis on developing tools and methodologies to document risk tolerance and acceptance parameters associated with taking risks. 

Champions
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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

Champions
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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Background/Description

Both federal and recipient agencies have the goal of maximizing the public benefits from investment of the limited transportation funding. Additionally, there is a cost and/or risk to every activity or inaction related to program delivery. Whenever an available dollar is moved from physical or operational improvements on the system to program administration, the public loses the benefit of that dollar. Similarly, every dollar that is lost from the system because of fraud or diverted away from the program goals due to whatever form of mismanagement, the public loses the intended benefit of that dollar. Therefore, the goal of all agencies should be to minimize the negative risks and costs associated with administering the funding programs, even if that means the occasional dollar is lost to fraud or mismanagement when the cost to prevent that loss is greater than the cost of the loss itself. It seems especially important to avoid duplicative administrative costs generated from the various governmental levels. The essential issue is determining the end-user public return on investment (ROI) from adding program requirements for both the federal agency and the recipient agency.

Objectives

Develop a means of determining the balance between program requirements that minimize the risks of fraud and/or of not meeting program goals with maximizing the benefits to the end users (i.e., the public).

Champions
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Research Candidate Statement
Funding: $0
Funding Source:
Timeframe:
Objectives

  • Identify the best locations for AV deployment which would deliver equity for all communities
  • Understand the elements of equity surrounding AV and shared mobility deployment

Champions
Alex Finch | Connecticut DOT
E-mail

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Research Candidate Statement
Funding: $0
Funding Source: Full NCHRP
Timeframe:
Background/Description

Research effective corridor planning strategies that promote sustainable capital asset improvements that impact asset class performance and other performance areas.

Objectives

Champions
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Research Candidate Statement
Objectives

Champions
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Research Candidate Statement
Background/Description

Performance measurement and performance-based management have a long history in state DOTs as a discipline to track progress toward goals and optimize resource decisions. However, transportation agency goals are evolving from a pure operational focus to a focus on broad societal goals and creating value for the public. The value created by transportation investments spans not only transportation but also education, human services, land use, environment, and economy. A broader view of value and methods are needed to account for not only quantifiable value but also qualitative value. Another challenge is time horizons - how to value and manage investments today to deliver benefits in the much longer term. This research would develop and test measures of wider societal benefits deriving from the delivery of transportation investments.

Objectives

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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
EM - Measurement of non-traditional performance metrics for a more comprehensive characterization of performance and societal impact

We want to achieve societal goals/quality of life and create public value. How do we measure this? Can the current emerging measures be utilized (e.g. accessibility, equity, resilience)? How about internal agency goals and measures? Measuring internal agency and non-traditional transportation areas would help show the achievement we want. This could/would include internal workforce and diversity measures but also non-traditional things out in the world, on/for the transportation system. How can we measure the public value created that is more expanded than just transportation benefits?

The public, society at large, is demanding that we consider impacts and performance in a range of dimensions that state DOTs have not traditionally focused on. This is likely to require non-traditional performance measures to capture the impacts of the system we deliver on those performance dimensions.

  • Measuring the public value of transportation initiatives (I.e., education reduces crime). Utah is working on measuring the quality of life. 
  • Identify new measures to address arising areas of importance such as accessibility, resilience, and equity.
  • Includes developing new measures and using measures that exist but transportation has less experience with.
  • Seek to represent non-traditional goals in the decision-making process
  • Connect with the broader societal goals that the public really wants to achieve.
  • Additional new measurement areas include: resiliency, maintenance, usage, supply chain, and climate change.
CC - Supporting the discipline of data-driven decision making

Research to improve DOTs capability and capacity for data-driven decision making.

Full NCHRP
ERM - Guide for effectively linking Performance Measures, Risk Management, and Process Improvement 

Highlight effective practices in each discipline (PM, RM, PI) and develop a guide to link the programs (including best practices).

EM - How to use locally developed measures to tell a national story

In many cases, states and other local government agencies have performance measures developed through the extensive public outreach involved in the various strategic planning efforts. For example, freight mobility in an urban area often means travel-time vs. in a rural area it means the system’s ability to carry the desired loads (i.e., height, width, and load restrictions not meeting expectations). In either case, the end results are wasted time and fuel and more GHG emissions.

By definition, these local measures are important to the end users of the transportation system, because of how they were developed through public input. Therefore, local policymakers often want or require these measures to be used in the decision processes and to tell the local story. From a local agency viewpoint, it would be ideal if these measures could also be used to tell the national story. This would avoid potentially conflicting stories between local and national measures and would avoid the duplicate work of collecting, monitoring, and analyzing similar measures related to the same basic goal.

Develop a means of consolidating the many related local measures into a national measure that describes and monitors the national transportation system’s ability to meet the traveling public’s needs.

Full NCHRP
CC - Advanced Analytics – Using Big Data for Performance-Based Investment Full NCHRP
SMET - Acquiring Better Data (Private Sector, Third Party, Fused Datasets)
  • Seek better data from the private sector and third parties, and fuse this data with DOT data to generate new comparisons and insights.
  • Collect and develop datasets for mobility and traffic.
  • Explore the availability of new datasets and identify ways to use datasets with DOT data for calibration of QA/QC.
  • Compare the scope, availability, reliability, and accuracy of privately available transportation mobility and traffic datasets sold by companies such as INRIX, Teralytics, Streetlight, etc.
  • Update and improve data definitions, especially for traffic. (State DOTs often measure traffic in discrete measures like AADT, but people are increasingly using a blend of modes to move from origin to destination, and traffic data should reflect that.)
EM - Synthesis: Cross-measure resource allocation

Transportation agencies make resource allocation decisions for multiple service areas, and the impacts of these decisions are often captured with performance measures. Condition measures for physical asset classes pavements, bridges, etc.; performance measures for system operations (snow and ice control, traffic operations, emergency response) and quality of life measures (safety, accessibility, equity) are used by agencies to evaluate these resource allocations. State agencies generally have flexibility to adjust the level of investment of these categories, yet evaluation of the tradeoffs or optimization of these decisions are often limited to similar measures (e.g. asset measures bridge condition vs pavement condition). There is potential benefit in expanding the scope of these analyses to include performance measures and investment classes of less similar nature. What are the practices and tools used for cross asset resource allocation used by state agencies that include services and quality of life investments?

  • Investigate, compile, and categorize examples of organizations’ efforts of using performance measures and data supported practices and tools for cross resource allocation and goal-oriented decisions.
  • Develop methodology to capture qualitative descriptions of performance.
  • Develop a framework to address resource allocation between capital and maintenance decisions (e.g. traffic operations, snow & ice vs physical assets).
OM - Managing Workforce Changes and Availability

Transportation agencies traditionally had a very steady workforce. The combination of changes in young people’s work patterns and the economic changes that drive workforce availability requires that agencies need to act more proactively on how to deliver transportation programs. Research is needed to understand the behavioral patterns and mechanisms to both mitigate variability in workforce availability and what can be done proactively to benefit the agency.

With the increased funding states are receiving based on the IIJA and BFP. NMDOT has identified the fact that we may run into contractor availability to meet the needs of the upcoming projects.

  • Understand changes in transportation workforce behavior
  • Understand the economic forces that change transportation workforce behavior
  • Determine ways that transportation agencies can better manage with these forces
  • Recommend steps that agencies can take to work within these forces
CC - Performance Measure Dictionary and Technical Guidance

This research would produce an updated guidebook of current and emerging performance
measures used and for use by State DOTs.
NCHRP 20-24(37)G – Technical Guidance for
Deploying National Level Performance Measurements
was completed in 2011. This project
would update this valuable guidance.

Update products of NCHRP 20-24(37)G – Technical Guidance for
Deploying National Level Performance Measurements
.

Full NCHRP
TAM - Best practices managing miscellaneous assets

Miscellaneous assets are secondary highway assets (not roadway or bridge), such as small culverts, highway lighting, retaining walls, etc. Formerly these assets were dealt with while doing major pavement/bridge projects. As those projects have become more “focused”, we need systematic approaches to managing those miscellaneous assets in their own program/projects. What is the right life cycle approach for these kinds of assets? There is a cost to collect, inspect, and manage inventories of these assets. For some assets, it may not make sense to track at all, and just replace as the asset reaches the end of its life.

Determine how to best manage miscellaneous assets, and to what level.

CC - BIM for Infrastructure: A Focus on Asset Management

Research is needed on the importance of data governance from the conception of a project’s data dictionary, through the inventory and condition assessment and continuing with the data management and integration into transportation asset management systems. A question worth pursuing is whether all aspects of language, wording, numbering, and measurement units should be standardized or if template guides could be developed for each agency to standardize their unique asset type requirements, but in a nationally recognized format for easy translation.

After establishing governance routines for asset data collection and management, the next phase of research would involve the security aspects of an agency’s data as well as the quality assurance measures applicable to grow confidence in the data’s quality. A full review of best practices for data security procedures could break the barrier of IT to asset manager. Additionally, once definitions and governance procedures are established, the quality assurance process becomes more stream-lined and gives better confidence to the decision makers.

● Guidance on establishing BIM data governance and quality standards to support asset management.
● Recommend standards for data transfer between data collection and asset management systems.
● Develop maturity scales for BIM implementation and establish appropriate maturity level for integration of TAM
● Research on BIM applications to support DOTs' data governance specific to the collection of data by one part of the agency can be used directly by other parts of the agency
● Evaluate cost effectiveness of collecting and managing data through BIM at a sufficient level of quality.
● Aligning the focused but detailed project-level data with network-wide but less detailed TAM data.

TRB Research Ideas – Data Quality/Standardization
• Data quality and confidence
• standardize terminology between different systems so singles source can inform GIS/500 reports/DELPHI/FMIS etc. so reports all use the same words or numbers the same way
• Updated asset type definitions and extraction methodologies.
• Performance Metrics for Assets other than pavement and bridge, i.e.. signals, signs, barriers, culverts
• Asset ratings biases, potential to rate lower to obtain funding

TRB Research Ideas – Data Governance
• Our largest challenge is data governance, feature collection and maintaining asset/inventory data
• Data governance is still looming large from an implementation perspective
• Data history, implementation and its security (both cyber and other forms of security)

Full NCHRP
OM - Organizational culture and focus to better meet resiliency
SMET - Synthesis: Data Gathering & Data Sharing Agreements to Monetize DOT Data
  • Understand state DOTs' rules governing their data sharing agreements and intellectual property
  • Explore agency methods and examples for monetizing data
  • Identify what IP exists for sharing and selling data
  • Find and highlight best-practices in multi-state data agreements
  • Understand what agencies and organizations are doing to support their data sharing agreements
  • Recognize what data should be collected, sought, and shared
OM - Synthesis: Effectiveness of Process Improvements

Several states have established offices to implement continuous improvement processes such as Lean, Design Thinking, or Change Management. Over 30 of these offices participate in the Transportation Lean Forum (TLF), an informal group that operates in association with the AASHTO Subcommittee on Organization Management. In addition to formal offices, some states make less formal “grass roots” efforts to improve their processes. A synthesis would conduct a side-by-side study of the states’ efforts, including efforts in states that are not participating in the TLF, find what is working and what is not, assist states to identify improvements that they might implement, and set a baseline of the current “state of the art” that could inform future research on the outcomes of these efforts.

Lean Improvement research questions:

  1. Are there other states and countries with Lean Improvement or similar offices?
  2. In what types of work are they achieving success?
  3. Are there difference in focus between the DOTs?
  4. Are there lessons to be learned by DOTs about how they might best improve their improvement efforts? (e.g., the Lean effort in England focuses mainly on the application of Lean principles in construction, but US States have not yet adopted Lean Construction to any great extent.)

Efficiency research questions:

  1. Are there other states and countries with efficiency reporting requirements?
  2. How do the reported efficiencies compare?
  3. Are there types of efficiency that are reported in some states but not others?
  4. Are there lessons to be learned by DOTs about how they might best improve their efficiency?

Lean Improvement: Several DOTs have established offices to implement continuous improvement processes such as Lean, Design Thinking, or Change Management. These include a t least thirty US States, five Canadian Provinces, England, the Netherlands, and Sweden.

Efficiencies: Several state DOTs (e.g., CA, MN, OH) and England are required to submit annual efficiency reports.

(30 states + other agencies have initiatives). What can be learned from these efforts? For instance, in England, the focus is on construction-only. (Nigel) 

Synthesis
TAM - Management system treatments vs. Projects

How to define pavement management sections. What gets included? What happens to the assets that we don’t decide to treat as part of a project?

ERM - Developing New Performance Metrics for Risk Management 

Develop tools and strategies to measure the effectiveness of risk management processes in order to determine what works well. 

TAM - AI asset inventory and condition extraction to keep data up to date

Emerging technologies hold the promise of transforming asset data collection for transportation asset management such as the use of drones for inspections, 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 transportation 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 analysis can offer an agency as well as how frequently that information needs generated.

Research is needed in the following areas:

  • Address the adoption and practical application of these technologies and the rapid pace of technological advancement.
  • What level of extraction detail and frequency interval is needed to support TAM at both the state and local levels and how can the condition assessment be applied to the performance measures of both pavement and non-pavement assets?
  • Further investigate what tools are capable of visualizing asset extraction layers, as well as presenting such data to all stakeholders in powerful GIS formats with standardized TAM graphics for universal interpretation.
  • As the accuracy of techniques such as mobile LiDAR improves, the ability of traditional asset management data begins to converge with the accuracy needed for engineering purposes such as design and construction. If asset data at the network level becomes sufficiently accurate redundant data collection can be eliminated. The research should consider any refinements that would need to occur in network level asset management data collection to make the data useful for compliance (i.e. ADA), safety (i.e. bridge clearances) or engineering purposes.
ERM - Improving Risk Visualization and Communication Internally and Externally 

Develop guidance for crafting an effective risk management communication strategy with materials (i.e.., metrics, dashboards, regular reports) with a clear explanation of uncertainty, risk tolerance, and associated risk mitigation strategies. 

TAM - Reorganizing DOT around Asset Management and TSMO 

Reimagine the DOT Organizational and Decision Making Paradigm from - one that is driven by planning, design and construction – to one driven by the need to maintain and operate an established system based on principles of asset management and transportation system operations

To rethink how a transportation agency should be organized to maintain and operate an existing system in real time. That includes a focus on preservation and maintenance of existing assets, responding quickly and effectively to incidents and emergencies, and operating the system at an optimized level of service given funding constraints. The research will consider what systems and processes need to be in place to monitor conditions and operations, the role of maintenance and asset management in programming and project development, effective use of agency forces, budgeting for maintenance and replacement over the lifecycle, and how to manage risk as a compliment to resource constrained asset management strategies. The research will look at various public and private sector models that look at organizational structure, element driven contracting, funding allocation models, and the role of in house vs contract resources to maximize the cost effectiveness of resource investments.

Full NCHRP
TAM - Synthesis: Current state of resilience work 

All states are taking on resiliency in their asset management plans this year, and there are additional resilience-focused programs available from FHWA.

  • Explore current state of practice to establish a baseline.
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.

The purpose of the proposed research project is to develop a framework and guidance to help state DOTs on how to integrate and manage risk into maintenance practice. The specific research tasks to accomplish the main objective include:
• Task 1 – Conduct an in-depth literature review of all studies related to risk assessment and its incorporation in maintenance practices not only in the transportation sectors but also in other sectors (e.g., water sector, etc.)
• Task 2 – Conduct a gap assessment of the state of practice to determine what is still needed to incorporate risk assessment in maintenance practices
• Task 3 – Develop methodologies to incorporate existing risk assessment methodologies into maintenance practices.
• Task 4 – Develop methodologies for determining how to adjust maintenance cycles and changes in maintenance costs under non-stationary conditions.
• Task 5 – Develop guidance to help state DOTs to implement risk assessments into maintenance practice.

Ranked 3 in 2021

450000 18-24 months Full NCHRP
ERM - Assessing Financial Risk at the Program and Enterprise Levels

Financial risks can threaten the strategic objectives of transportation agencies - e.g., the safe and reliable and efficient movement of people and goods. For example, the Highway Trust Fund is tied to taxes on gas and diesel. However, the recent COVID-19 pandemic greatly reduced American consumption, thus dramatically reducing revenues. State DOTs have seen their budgets slashed by 30% or more, forcing delays in some projects. Furthermore, external mandates can impose both risks and opportunites. A well-funded mandate could mean state DOTs have additional funding for enhancing resilience, while an unfunded mandate could force a DOT to choose between maintenance and projects. The objective of this project is to help transportation leaders with decision-making tools for allocating limited resources when subjected to unpredicatable financial conditions.

The purpose of the proposed research project is to provide state DOTs with the necessary tools to assess and manage financial risk at the enterprise and program levels.

The specific research tasks to accomplish the main objective include:

• Task 1 – Conduct an in-depth literature review of all studies related to assessment and management of financial risks in transportation agencies, especially at the enterprise and program levels, including national and international examples as available.
• Task 2 – Conduct a gap assessment of the state of practice to determine what is still needed to incorporate financial risk at the enterprise and program levels.
• Task 3 – Develop a methodology for identifying and quantifying financial risks at the enterprise and program levels.
• Task 4 – Develop metrics and performance indicators for evaluating effectiveness of financial risk countermeasures.
• Task 5 – Develop decision-making tools for resource allocation under conditions of financial uncertainty.
• Task 6 – Develop methodology and guidance on consideration of program and potentially project-level financial risk within the enterprise.
• Task 7 – Pilot test the developed processes with multiple state DOTs and revised methodology as needed.
• Task 8 – Develop an implementation guide to help state DOTs to incorporate these processes into existing agency programs and projects.

Rank 5 in 2021

450000 18-24 months Full NCHRP
ERM - Improving Responsible Risk-Taking Perception in Transportation Agencies  

Emphasis on developing tools and methodologies to document risk tolerance and acceptance parameters associated with taking risks. 

CC - Enhancing executive awareness and understanding of TPM
CC - Determine the appropriate level of overhead expenditures for managing new grant programs to prevent fraud and mismanagement, while maximizing public benefit

Both federal and recipient agencies have the goal of maximizing the public benefits from investment of the limited transportation funding. Additionally, there is a cost and/or risk to every activity or inaction related to program delivery. Whenever an available dollar is moved from physical or operational improvements on the system to program administration, the public loses the benefit of that dollar. Similarly, every dollar that is lost from the system because of fraud or diverted away from the program goals due to whatever form of mismanagement, the public loses the intended benefit of that dollar. Therefore, the goal of all agencies should be to minimize the negative risks and costs associated with administering the funding programs, even if that means the occasional dollar is lost to fraud or mismanagement when the cost to prevent that loss is greater than the cost of the loss itself. It seems especially important to avoid duplicative administrative costs generated from the various governmental levels. The essential issue is determining the end-user public return on investment (ROI) from adding program requirements for both the federal agency and the recipient agency.

Develop a means of determining the balance between program requirements that minimize the risks of fraud and/or of not meeting program goals with maximizing the benefits to the end users (i.e., the public).

Full NCHRP
SMET - Determine the role of data to ensure equitable deployments of AVs and shared mobility within communities.
  • Identify the best locations for AV deployment which would deliver equity for all communities
  • Understand the elements of equity surrounding AV and shared mobility deployment
CC - Improve Asset Performance by Bundling Capital Projects

Research effective corridor planning strategies that promote sustainable capital asset improvements that impact asset class performance and other performance areas.

Full NCHRP
ERM - Institutionalizing ERM: Learning from International Practice
CC – Measuring the public value and wider societal benefits created by transportation investments

Performance measurement and performance-based management have a long history in state DOTs as a discipline to track progress toward goals and optimize resource decisions. However, transportation agency goals are evolving from a pure operational focus to a focus on broad societal goals and creating value for the public. The value created by transportation investments spans not only transportation but also education, human services, land use, environment, and economy. A broader view of value and methods are needed to account for not only quantifiable value but also qualitative value. Another challenge is time horizons - how to value and manage investments today to deliver benefits in the much longer term. This research would develop and test measures of wider societal benefits deriving from the delivery of transportation investments.

Programmed

 
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.


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.



Recent

 
Project
Funding: $125,000
Funding Source: Full NCHRP
Start date: August 2018
End date: December 2019
Objectives

The NCHRP 20-24 Task 124 Performance Management Reporting Peer Exchange was held on Tuesday October 16th and Wednesday October 17th, 2018 at the Hall of States in Washington D.C. Representatives from 18 state DOTS, the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO) and the Transportation Research Board (TRB) attended. Participants were subject matter experts in performance management, pavement management and communications. The goal of the Peer Exchange was to help DOTs develop a toolkit and strategies for communicating the difference between state and Federal pavement performance in a consistent narrative. While this Peer Exchange focused on pavement performance, the process can be used as a framework to develop strategies to help states communicate other performance measures. A toolkit and summary are available in addition to the final report.



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: $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.