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.

50

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.

12

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

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

4

Programed projects in the pipeline


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.


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

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Roadmap Snapshot

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Candidates that have advanced to Milestone 4 are outlined in blue.

Research Candidate Statement
Funding: $300,000
Funding Source: AASHTO Committee Support
Timeframe: 18 months
Background/Description

TAM and TPM continue to be emerging fields within the education system that are currently not taught at the undergraduate and graduate levels and often are not incorporated into mid-career training programs at transportation agencies. Despite the fact that transportation agencies are required to implement robust TAM and TPM programs, most transportation agencies have not developed training programs nor has the industry developed a comprehensive set of training opportunities. This project will develop and lay the foundation for multiple educational tools, curriculum, and certification programs related to TAM and TPM for colleges and universities as well as professional development for transportation professionals.

Objectives

Better define the needs for education, training and workforce development related to transportation asset management and transportation performance management. Develop resources as needed for the following sub-areas:
Education—Writing curriculum for undergraduate and graduate courses
Training—For DOT and MPO staff in-depth career training, NHI, etc.
Workforce Development—e.g., TC3

Champions
Matt Hardy | AASHTO
E-mail
Katie Zimmerman | APTech
E-mail
Walter Butcher | Crowe, LLC
E-mail
Richard Boadi | Wood, PLC
E-mail
Dr. Basak Bektas | Minnesota State University
E-mail

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

In 2017-2018, NCHRP Project 08-36, Task 144 (Redd and ten Sietoff), evaluated TAM capabilities across a dozen DOTs and six foreign agencies, including their maturities in risk management. This and other recent studies have suggested that risk management methods vary across transportation agencies and are likely implemented inconsistently. Risk priorities can vary based on differences in geography, agency size, financial circumstances, population, topography, climate, and many other factors. Finally, the types of threats and uncertainties that affect any one agency may be wide-ranging, from flooding to workforce management issues to funding variability. As a result, the details of risk management processes have appeared to vary considerably across agencies.
In 2018 and 2019 however, experiences in supporting the efforts of state DOTs in preparing transportation asset management plans (TAMPs) for their June 2019 submittal indicated that a convergence in processes and a consistency in results were feasible and in fact likely. This was due largely to the guidance provided for the preparation of the 2019 round of TAMPs per the objectives stated in 23 CFR 667. These objectives helped focus the attention of state agencies toward actual risk events on their networks, and the costs and benefits of appropriate risk management strategies.
A reasonable interpretation of key CFR 667 requirements includes the following:
• Estimating future “risk costs” of each solution, including the use of a full probability spectrum
for the risk (impact) analysis of potential outcomes for each identified threat
• Identifying and considering (“evaluating”) a full range of solution candidates and strategies
• Estimating the risk reduction of each candidate solution in terms of annualized dollars
• Estimating the cost and duration of each candidate solution
What emerged from these TAMP efforts were observations regarding which current risk analysis capabilities were well in hand by DOTs, which were generally feasible for usage, and finally which types of capabilities would agencies still need to strive toward in achieving intended CFR objectives in the future.

Objectives

This program will establish a series of individual research projects born out of NCHRP 23-09, Scoping Study to Develop the Basis for a Highway Standard to Conduct an All-Hazards Risk and Resilience Analysis. Similar to other NCHRP research programs such as NCHRP 20-102, Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies, this is a long-term research program that will result in an industry standard for all-hazards risk and resilience analysis for use in decision-making.
A “roadmap” laying out a coherent evolution path for risk analysis capabilities could be drafted in order to define a research program and enable continued progress across DOTs in capturing opportunities in risk management.
The product of this research program will be a collection of tools and techniques that transportation agencies can use for all-hazards risk and resilience analysis similar to what has been produced for the Highway Capacity Manual and the Highway Safety Manual.
These research products would be intended to help agencies not only meet the “letter of the law”, but the full spirit of the objectives in 23 CFR667 and other guidelines. Potential capabilities to further develop include:
1. Estimate a full-spectrum of event probabilities and associated damage for each identified threat. This capability will require some development in general because current approaches are inconsistent across DOTs, or entirely nonexistent. This capability is essential, since many (all?) of the following capabilities depend upon this capability.
2. Develop a deeper quantification of “risk costs” for identified threats, across all event frequencies, in order to better scrutinize leading resilience and mitigation investment candidates. This scrutiny includes the ability to compare benefit-to-cost across high-priority strategies. We recommend using annualized “risk costs” for quantifying the impacts of uncertainty as well as quantifying the $ savings from risk reduction. The goal would be to create “calculators” for risk cost elements, which fully quantify impacts of risk on safety, mobility, environmental damage, economic impacts, asset damage/repair, and perhaps others.
3. Devise and implement a process for considering a full range of risk management strategies for each threat situation, across all event frequencies. Objectives would include benefit-to-cost aspects of candidate strategies as well as determining points of diminishing return when considering increased resilience investments. This would of course require consistent, standardized approaches to estimating the cost of candidate remedies in providing resilience and/or mitigation benefits (see above). Finally, as mentioned above, a consistent method for calculating or estimating the reduction in annualized risk costs for each candidate strategy will be required.
4. Improve the consistency, quality, and/or availability of situational threat and vulnerability data across the network by establishing “archetypal similarities” (or “proxies” for missing or sketchy data) for at least the major types of network threats, based on correlative dimensions such as topography, terrain, rainfall, vegetation, corridor characteristics, and other factors. This is an issue that many agencies are struggling with, due to the lack of threat characterization and is a strong leverage point in achieving consistent, successful outcomes. The objective here is to avoid having to perform site-specific risk cost/impact analyses for every possible threat location/site across all corridors.
5. Develop the ability to perform tradeoffs re: rehabilitation opportunities versus resilience opportunities. In other words, there are often synergies as well as compromises in considering a range of risk management strategies, given the age and condition of the asset(s) involved; hence there are choices to be made in a) whether to rehabilitate the asset and to what extent, b) whether to provide resilience investment and to what extent, c) what are the relative magnitudes of either rehabilitation or resilience investment, and d) other considerations.
6. Develop on-going monitoring, optimization and (re)selection of vulnerability and resilience strategies through time, starting by systematic tracking/modeling of threats, results, etc. This might be established as part of the development of rehabilitation strategies in parallel with the choice of resilience strategies as part of risk management strategy optimization (see above).
7. Resource allocation – define coherent process(es) for including resilience and risk management investment opportunities in overall asset management choices – for decisions at both project and program funding levels.

Champions
Larry Redd | Larry Redd, LLC
E-mail
Adi Smadi | The University of Kansas
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
Funding: $50,000
Funding Source: Synthesis
Timeframe: 6-12 months
Background/Description

A State DOT Transportation Asset Management Plan (TAMP) documents the investment strategies and expected outcomes from various asset classes, starting with the bridges and pavement of the National Highway System. The State DOT TAMP does not replace any existing state transportation plan (e.g., LRTP, freight plan, operations plan, etc.) but does provide critical inputs to existing plans, linking capital and maintenance expenditures related to asset preservation.
At the same time that state DOTs were developing their TAMPs, states also implemented a performance-based planning and programming approach, which applies performance management principles to transportation system policy and investment decisions. Performance-based long range transportation plans, statewide transportation improvement programs (STIPs), metropolitan planning organization (MPO) TIPs, and other performance-based plans like state freight plans must define key goals and objectives and establish measures to analyze short-, medium, and long-term implementation progress.
This Synthesis should review the advancement of State DOTs and MPOs to implement performance-based planning and programming with the help of implementation plans like the TAMP and documented processes for planning, investing, and evaluating performance outcomes.

Objectives

The objective of this synthesis is to identify best practices from State DOTs of how to improve processes through required performance-based planning and programming document development and implementation through exploring:
• How State DOTs and MPOs are linking and including asset management decisions in their traditional planning processes;
• How agency’s integrate asset management project identification and prioritization into required planning processes;
• Gap analyses of where State DOTs and MPOs identify a need for more guidance on how to connect required performance-based documents to programming decisions;
• What management systems are in use to help agencies implement risk-based asset management with performance objectives and targets.
• Examples of where MPOs work in partnership with State DOTs to mobilize National Highway System partner owners (local agencies) to plan/program to performance targets.

Champions
Anna Batista | High Street Consulting Group
E-mail
Meredith Hill | Maryland SHA
E-mail
Jeff Neal | NCTCOG
E-mail
Adi Smadi | The University of Kansas
E-mail

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Research Candidate Statement
Funding: $500,000
Funding Source: Implementation
Timeframe: 12-18 Months
Background/Description

Determining the value of a transportation organization’s physical assets is important for both financial reporting and transportation asset management (TAM). In financial reporting, determining asset value is a fundamental step in preparing a balance sheet for financial statements to inform regulators and investors. For TAM, presenting data on the value of physical assets, such as pavement, bridges, and facilities, communicates what an organization owns and what it must maintain. Furthermore, information about asset value and how it is changing can help establish how the organization is maintaining its asset inventory and helps support investment decisions.

Calculating asset value for TAM is not simply good practice; it is also required of state Departments of Transportation (DOT) by Federal regulations. Title 23 of the Code of Federal Regulations (CFR) Part 515 details requirements for State DOTs to develop a risk-based Transportation Asset Management Plan (TAMP). The TAMP must include a calculation of the value of National Highway System (NHS) pavement and bridges, as well as the cost to maintain asset value.

Recently NCHRP Project 23-06 was performed to develop guidance for calculating asset value to support TAM applications. This research resulted in the development of the Asset Valuation Guide. This document is intended as a companion publication to the Transportation Asset Management Guide published by AASHTO. The Guide is accompanied by a web tool with an online version of the guidance. The guidance was developed to provide immediate support to highway and transit agencies developing their 2022 TAMPs, and to provide continuing support for other TAM-related applications.

Objectives

The objective of this implementation project support further testing and use of Asset Valuation Guide developed through NCHRP Project 23-06. This project will aid a set of transportation agencies in implementing the asset valuation guidance. A set of case studies will be developed based on the agency implementation efforts. Details on the case studies will be added to the web-based version of the asset valuation guidance and subsequent versions of the Asset Valuation Guide. Further, the web and printed versions of the Guide will be revised to reflect the additional experience gained from the case studies.

To support accomplishing the research objectives the effort will incorporate the following activities at a minimum:
• Delivery of a set of workshops to review and summarize the Asset Valuation Guide.
• Identification of a set of six transportation agencies to participate in implementation of the asset valuation guidance.
• Application of the asset valuation guidance for the selected set of agencies, resulting in calculation of asset value by asset class, the cost to maintain asset value and related measures such as the Asset Consumption Ratio, Asset Sustainability Ratio and Asset Funding Ratio.
• Illustration of how information on asset value can support improved TAM decisions.
• Refinement of the Asset Valuation Guide (printed and web versions) based on the results of the case studies.
• Development of supplemental tools and worksheets to assist in calculating asset value to support TAM utilize the Asset Valuation Guide.

Champions
Bill Robert | Spy Pond Partners
E-mail

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

Investments in roadways have historically been focused on safety, mobility, and system preservation considerations. As our understanding of the impacts of roadway decisions mature, other factors such as socio-economic impact, sustainability, accountability, transparency, integrity, and innovation are increasing in importance by State Departments of Transportation (DOTs). Recently, strategic initiatives related to DEI are growing in importance and need to be considered in transportation investment planning. Advancing the understanding of DEI and other related indicators can help DOTs improve the impact of TAM investment decisions, especially to underserved communities.

Objectives

The objective of this research is to produce guidance on how DOTs can improve the use of DEI and other related indicators in TAM investment decision making processes.

Tasks will include:
• Compile DEI and other related indicators for use in TAM decision-making
• Develop a framework for applying DEI and other related indicators in TAM decision-making processes, including:
o analysis activities to forecast impact
o scenario planning including identifying alternate investment options with an equity lens
o investment tradeoff decision-making
o community engagement activities including increasing the involvement of underserved communities.
• Develop additional quantitative and qualitative performance measures for asset management and planning that consider DEI and other factors in transportation investment decisions
• Produce a summary of challenges, inherent inequities, and obstacles in asset management and planning activities in order to help transportation add value to underserved communities
• Develop guidance for transportation agencies to use the DEI and other related indicators to balance competing strategic objectives related to asset performance, safety, mobility, and DEI.

Champions
Hyun-A Park | Spy Pond Partners
E-mail
Sherri Mohebbi | ITCurves
E-mail
Adi Smadi | University of Kansas
E-mail
William Johnson | Colorado DOT
E-mail

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Research Candidate Statement
Funding: $50,000
Funding Source: Synthesis
Timeframe: 6-12 months
Background/Description

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.

Objectives

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.

Champions
This candidate currently has no champions

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

Evaluate and assess the existing national-level performance measure requirements for operational performance management (PM3 measures) at the state and MPO level to determine applicability and usability of PM measures in decision making. As appropriate, provide recommendations and refinement of the performance measures for better use an application.

Objectives

1. Evaluate current federal PM3 measures
2. Identify and address in detail specific challenges for the measure
3. Provide recommendations to improve existing measures and/or identify metrics that better reflect conditions.

Champions
Daniela Bremmer | WSDOT
E-mail
Karen Miller | MoDOT
E-mail
Adi Smadi | The University of Kansas
E-mail

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

Evaluate and assess the existing national-level performance measure requirements for asset management at the state level to determine applicability and usability of PM measures in asset management decision making. As appropriate, provide recommendations and refinement of the performance measures for better use an application.

Objectives

1. Evaluate current federal PM2 measures, both pavement condition measures and bridge measures, for performance thresholds, and overall performance measure with respect to: Consistency, Usefulness, and Alignment.

2. Identify and address in detail specific challenges for each condition measure for consistency, including thresholds. For example, determine if wheel path cracking considerations could be revised to provide more consistent results across pavement types (e.g. composite, concrete) and pavement widths (e.g. <12 ft.) 3. Provide recommendations to improve existing measures and/or identify metrics that better reflect conditions enhance decision-making taking into account not only the assessment of current and future condition but also their implications in economic analyses of long-term maintenance and rehabilitation.

Champions
Todd Shields | INDOT
E-mail
Brad McCaleb | ARDOT
E-mail
Adi Smadi | The University of Kansas
E-mail

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

There is a rich body of research in NCHRP 226, Vizguide, and NCHRP Project 20-24(93)B(02), Communicating Performance Management, and NCHRP Synthesis 52-16, Visualization of Highway Performance Measures, documented the range of practices state DOTs are currently using regarding their visualization of performance measures. The goal of this research would be to evaluate the noteworthy practices currently being pioneered by state DOTs using the foundation of these previous NCHRP projects and then develop an easy-to-use guide to creating effective visualizations.
NCHRP Synthesis 52-16, Visualization of Highway Performance Measures, found that there is little guidance or widely shared practices on how to evaluate a visualization’s effectiveness using a systematic process. This finding illuminated a need to implement a clear set of principles that can be used to evaluate visualizations that are used internally and externally. This evaluation guide would cover two distinct objectives – the effectiveness of the visualization is communicating information and the effectiveness of the visualization is changing behavior.
Even though the depth of information presented in many of the visualizations provided to the general public presents a sophisticated view of vast amounts of information, it does not yet provide a complete solution. Even with clear visualizations providing insight to solutions that could solve vexing problems (e.g., the effectiveness of wearing seat belts or not texting), there are still a significant number of people who don’t respond to the data and are killed in crashes they may have survived if they chose to buckle up or not text while they drive. Determining the means to evaluate the effectiveness of visualizations, not only to provide information, but to influence behavior would significantly enhance the value and the time and effort spent creating the visualizations.

Objectives

Create a Guide that provides noteworthy practices to creating visualizations and evaluating their effectiveness.

Champions
Frank Broen | Metro Analytics
E-mail

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

Emerging technologies, such as the use of drones for inspections, LiDAR field data collection, and continuous monitoring of real-time sensor data (among others), hold the promise of transforming asset data collection for transportation asset management. As this technology has been evolving and improving, federal regulation, specifically, MAP-21 and the FAST Act, has pushed many agencies to collect and utilize a detailed inventory of infrastructure assets and transportation data. With the collection of high-volume asset inventory and condition data, such as LiDAR point cloud data, the accessibility and affordability of data collection has become a clear issue for agencies, particularly as they aim to manage and visualize collected data for both strategic and operational transportation asset management planning purposes. Therefore, research and guidance on the benefits and applications of these emerging technologies as well as how frequently that inventory and condition data need to be collected or assessed is necessary.

The focus of this research would be on the following:
• Address the adoption and practical application of these emerging collection technologies and the rapid pace of technological advancement.
• Provide guidance on the level of detail and frequency interval necessary for data collection to support TAM at both the state and local levels.
• Determine how condition assessment can be applied to the performance measures of both pavement and non-pavement assets.
• Further investigate and recommend tools capable of visualizing asset extraction layers, as well as presenting data to stakeholders in powerful GIS formats with standardized TAM graphics for universal interpretation.
• 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 (design or construction) purposes.

Objectives

Working backward from the key decisions that need to be made across stakeholder groups over an asset’s lifecycle, this project seeks to identify current practices and recommend ongoing improvements in relation to collecting, storing, sharing, and maintaining asset inventory and condition data (“data management”). With a focus on implementation, the project will build on existing research by identifying the pros and cons of different data management methods and technologies, so that decision makers across departments can collaborate more effectively when planning and investing in data management approaches. The practice of data management is evolving at a rapid pace, given the proliferation of new technologies that are being used increasingly alongside traditional approaches. In parallel, agencies are recognizing the multi-stakeholder nature of asset management, as departments such as compliance, safety, engineering, operations and environmental begin to see the benefits of access to reliable, accurate asset information. This project will answer key data management questions such as: What data should be collected to address all stakeholder needs? How, when, and how often? Using which technologies and platforms? At what cost? And why?
It will also provide guidance to agencies on the most appropriate approaches to collecting, storing, sharing and maintaining asset data, based on the needs of the various stakeholders involved in data-based decision-making.

Champions
Lauren Gardner | Wood Plc
E-mail
Suzie Heap | WSP
E-mail
Steve Wilcox, P.E. | NYSDOT
E-mail

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

Started from War Games topics, planning to submit to the Domestic Scan Program
• Focused on how do we integrate accepted best practice learnings and revisit our organizational mission across sectors to create a more safe, equitable society?
• Currently researching organizational missions, emerging performance areas, and equity plans within organizations before next meeting

Areas we may want to include:
- Organizational components that have been successful (for example)
- Organizational factors
- Risk management approaches
- Innovative strategies
- Stakeholder partnership (more than engagement)
- Successful support systems
- Strategic frameworks - organizational missions
- Performance management systems
- Equity plans, etc.
- Types of leadership exhibited in high-performing agencies

Also consider barriers to addressing societal needs, how leading agencies have overcome these challenges (for example):
- Rapid pace of change
- Complex, sometimes conflicting social pressures
- Funding
- Politics
- Other?

Objectives

Process
- I.D. promising practices
- Assess likelihood of reproducing these results
- Investigate issues, assess tech transfer opportunities and methods
- Document results

Champions
Jean Wallace | MnDOT
E-mail

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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
Developing a Robust Education, Training and Workforce Development Program for TAM and TPM

TAM and TPM continue to be emerging fields within the education system that are currently not taught at the undergraduate and graduate levels and often are not incorporated into mid-career training programs at transportation agencies. Despite the fact that transportation agencies are required to implement robust TAM and TPM programs, most transportation agencies have not developed training programs nor has the industry developed a comprehensive set of training opportunities. This project will develop and lay the foundation for multiple educational tools, curriculum, and certification programs related to TAM and TPM for colleges and universities as well as professional development for transportation professionals.

Better define the needs for education, training and workforce development related to transportation asset management and transportation performance management. Develop resources as needed for the following sub-areas:
Education—Writing curriculum for undergraduate and graduate courses
Training—For DOT and MPO staff in-depth career training, NHI, etc.
Workforce Development—e.g., TC3

AASHTO Committee Support
Establish an All-Hazards Risk and Resilience Analysis Research Program to Develop a National Standard

In 2017-2018, NCHRP Project 08-36, Task 144 (Redd and ten Sietoff), evaluated TAM capabilities across a dozen DOTs and six foreign agencies, including their maturities in risk management. This and other recent studies have suggested that risk management methods vary across transportation agencies and are likely implemented inconsistently. Risk priorities can vary based on differences in geography, agency size, financial circumstances, population, topography, climate, and many other factors. Finally, the types of threats and uncertainties that affect any one agency may be wide-ranging, from flooding to workforce management issues to funding variability. As a result, the details of risk management processes have appeared to vary considerably across agencies.
In 2018 and 2019 however, experiences in supporting the efforts of state DOTs in preparing transportation asset management plans (TAMPs) for their June 2019 submittal indicated that a convergence in processes and a consistency in results were feasible and in fact likely. This was due largely to the guidance provided for the preparation of the 2019 round of TAMPs per the objectives stated in 23 CFR 667. These objectives helped focus the attention of state agencies toward actual risk events on their networks, and the costs and benefits of appropriate risk management strategies.
A reasonable interpretation of key CFR 667 requirements includes the following:
• Estimating future “risk costs” of each solution, including the use of a full probability spectrum
for the risk (impact) analysis of potential outcomes for each identified threat
• Identifying and considering (“evaluating”) a full range of solution candidates and strategies
• Estimating the risk reduction of each candidate solution in terms of annualized dollars
• Estimating the cost and duration of each candidate solution
What emerged from these TAMP efforts were observations regarding which current risk analysis capabilities were well in hand by DOTs, which were generally feasible for usage, and finally which types of capabilities would agencies still need to strive toward in achieving intended CFR objectives in the future.

This program will establish a series of individual research projects born out of NCHRP 23-09, Scoping Study to Develop the Basis for a Highway Standard to Conduct an All-Hazards Risk and Resilience Analysis. Similar to other NCHRP research programs such as NCHRP 20-102, Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies, this is a long-term research program that will result in an industry standard for all-hazards risk and resilience analysis for use in decision-making.
A “roadmap” laying out a coherent evolution path for risk analysis capabilities could be drafted in order to define a research program and enable continued progress across DOTs in capturing opportunities in risk management.
The product of this research program will be a collection of tools and techniques that transportation agencies can use for all-hazards risk and resilience analysis similar to what has been produced for the Highway Capacity Manual and the Highway Safety Manual.
These research products would be intended to help agencies not only meet the “letter of the law”, but the full spirit of the objectives in 23 CFR667 and other guidelines. Potential capabilities to further develop include:
1. Estimate a full-spectrum of event probabilities and associated damage for each identified threat. This capability will require some development in general because current approaches are inconsistent across DOTs, or entirely nonexistent. This capability is essential, since many (all?) of the following capabilities depend upon this capability.
2. Develop a deeper quantification of “risk costs” for identified threats, across all event frequencies, in order to better scrutinize leading resilience and mitigation investment candidates. This scrutiny includes the ability to compare benefit-to-cost across high-priority strategies. We recommend using annualized “risk costs” for quantifying the impacts of uncertainty as well as quantifying the $ savings from risk reduction. The goal would be to create “calculators” for risk cost elements, which fully quantify impacts of risk on safety, mobility, environmental damage, economic impacts, asset damage/repair, and perhaps others.
3. Devise and implement a process for considering a full range of risk management strategies for each threat situation, across all event frequencies. Objectives would include benefit-to-cost aspects of candidate strategies as well as determining points of diminishing return when considering increased resilience investments. This would of course require consistent, standardized approaches to estimating the cost of candidate remedies in providing resilience and/or mitigation benefits (see above). Finally, as mentioned above, a consistent method for calculating or estimating the reduction in annualized risk costs for each candidate strategy will be required.
4. Improve the consistency, quality, and/or availability of situational threat and vulnerability data across the network by establishing “archetypal similarities” (or “proxies” for missing or sketchy data) for at least the major types of network threats, based on correlative dimensions such as topography, terrain, rainfall, vegetation, corridor characteristics, and other factors. This is an issue that many agencies are struggling with, due to the lack of threat characterization and is a strong leverage point in achieving consistent, successful outcomes. The objective here is to avoid having to perform site-specific risk cost/impact analyses for every possible threat location/site across all corridors.
5. Develop the ability to perform tradeoffs re: rehabilitation opportunities versus resilience opportunities. In other words, there are often synergies as well as compromises in considering a range of risk management strategies, given the age and condition of the asset(s) involved; hence there are choices to be made in a) whether to rehabilitate the asset and to what extent, b) whether to provide resilience investment and to what extent, c) what are the relative magnitudes of either rehabilitation or resilience investment, and d) other considerations.
6. Develop on-going monitoring, optimization and (re)selection of vulnerability and resilience strategies through time, starting by systematic tracking/modeling of threats, results, etc. This might be established as part of the development of rehabilitation strategies in parallel with the choice of resilience strategies as part of risk management strategy optimization (see above).
7. Resource allocation – define coherent process(es) for including resilience and risk management investment opportunities in overall asset management choices – for decisions at both project and program funding levels.

Research Tracks:
Threat Identification and Modeling
Asset Vulnerability from Identified Relevant Threats
Asset Characteristic
Establishing Risk and Resilience Performance Metrics and Levels of Performance
Intersection between Risk/Resilience Assessment and Performance Management
Intersection between Risk/Resilience Assessment and Asset Management
Education and Outreach

Full NCHRP
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
Best Practices of Linking Required Planning/Performance Documents/Processes

A State DOT Transportation Asset Management Plan (TAMP) documents the investment strategies and expected outcomes from various asset classes, starting with the bridges and pavement of the National Highway System. The State DOT TAMP does not replace any existing state transportation plan (e.g., LRTP, freight plan, operations plan, etc.) but does provide critical inputs to existing plans, linking capital and maintenance expenditures related to asset preservation.
At the same time that state DOTs were developing their TAMPs, states also implemented a performance-based planning and programming approach, which applies performance management principles to transportation system policy and investment decisions. Performance-based long range transportation plans, statewide transportation improvement programs (STIPs), metropolitan planning organization (MPO) TIPs, and other performance-based plans like state freight plans must define key goals and objectives and establish measures to analyze short-, medium, and long-term implementation progress.
This Synthesis should review the advancement of State DOTs and MPOs to implement performance-based planning and programming with the help of implementation plans like the TAMP and documented processes for planning, investing, and evaluating performance outcomes.

The objective of this synthesis is to identify best practices from State DOTs of how to improve processes through required performance-based planning and programming document development and implementation through exploring:
• How State DOTs and MPOs are linking and including asset management decisions in their traditional planning processes;
• How agency’s integrate asset management project identification and prioritization into required planning processes;
• Gap analyses of where State DOTs and MPOs identify a need for more guidance on how to connect required performance-based documents to programming decisions;
• What management systems are in use to help agencies implement risk-based asset management with performance objectives and targets.
• Examples of where MPOs work in partnership with State DOTs to mobilize National Highway System partner owners (local agencies) to plan/program to performance targets.

Question whether this topic should wait until the results of NCHRP Project 08-113 Integrating Effective Transportation Performance, Risk, and Asset Management Practices are released. They are covering similar topics, though the current research statement seems to be more focused on the federal TAMP/ TPM while 08-113 is about AM/ Perf Mgmt more generally

Synthesis
Implementation of NCHRP 23-06: A Guide to Computation and Use of System Level Valuation of Transportation Assets

Determining the value of a transportation organization’s physical assets is important for both financial reporting and transportation asset management (TAM). In financial reporting, determining asset value is a fundamental step in preparing a balance sheet for financial statements to inform regulators and investors. For TAM, presenting data on the value of physical assets, such as pavement, bridges, and facilities, communicates what an organization owns and what it must maintain. Furthermore, information about asset value and how it is changing can help establish how the organization is maintaining its asset inventory and helps support investment decisions.

Calculating asset value for TAM is not simply good practice; it is also required of state Departments of Transportation (DOT) by Federal regulations. Title 23 of the Code of Federal Regulations (CFR) Part 515 details requirements for State DOTs to develop a risk-based Transportation Asset Management Plan (TAMP). The TAMP must include a calculation of the value of National Highway System (NHS) pavement and bridges, as well as the cost to maintain asset value.

Recently NCHRP Project 23-06 was performed to develop guidance for calculating asset value to support TAM applications. This research resulted in the development of the Asset Valuation Guide. This document is intended as a companion publication to the Transportation Asset Management Guide published by AASHTO. The Guide is accompanied by a web tool with an online version of the guidance. The guidance was developed to provide immediate support to highway and transit agencies developing their 2022 TAMPs, and to provide continuing support for other TAM-related applications.

The objective of this implementation project support further testing and use of Asset Valuation Guide developed through NCHRP Project 23-06. This project will aid a set of transportation agencies in implementing the asset valuation guidance. A set of case studies will be developed based on the agency implementation efforts. Details on the case studies will be added to the web-based version of the asset valuation guidance and subsequent versions of the Asset Valuation Guide. Further, the web and printed versions of the Guide will be revised to reflect the additional experience gained from the case studies.

To support accomplishing the research objectives the effort will incorporate the following activities at a minimum:
• Delivery of a set of workshops to review and summarize the Asset Valuation Guide.
• Identification of a set of six transportation agencies to participate in implementation of the asset valuation guidance.
• Application of the asset valuation guidance for the selected set of agencies, resulting in calculation of asset value by asset class, the cost to maintain asset value and related measures such as the Asset Consumption Ratio, Asset Sustainability Ratio and Asset Funding Ratio.
• Illustration of how information on asset value can support improved TAM decisions.
• Refinement of the Asset Valuation Guide (printed and web versions) based on the results of the case studies.
• Development of supplemental tools and worksheets to assist in calculating asset value to support TAM utilize the Asset Valuation Guide.

Implementation
EDI (Equity, Diversity, and Inclusion) and Other Indicators to Improve TAM Impact and Outcomes

Investments in roadways have historically been focused on safety, mobility, and system preservation considerations. As our understanding of the impacts of roadway decisions mature, other factors such as socio-economic impact, sustainability, accountability, transparency, integrity, and innovation are increasing in importance by State Departments of Transportation (DOTs). Recently, strategic initiatives related to DEI are growing in importance and need to be considered in transportation investment planning. Advancing the understanding of DEI and other related indicators can help DOTs improve the impact of TAM investment decisions, especially to underserved communities.

The objective of this research is to produce guidance on how DOTs can improve the use of DEI and other related indicators in TAM investment decision making processes.

Tasks will include:
• Compile DEI and other related indicators for use in TAM decision-making
• Develop a framework for applying DEI and other related indicators in TAM decision-making processes, including:
o analysis activities to forecast impact
o scenario planning including identifying alternate investment options with an equity lens
o investment tradeoff decision-making
o community engagement activities including increasing the involvement of underserved communities.
• Develop additional quantitative and qualitative performance measures for asset management and planning that consider DEI and other factors in transportation investment decisions
• Produce a summary of challenges, inherent inequities, and obstacles in asset management and planning activities in order to help transportation add value to underserved communities
• Develop guidance for transportation agencies to use the DEI and other related indicators to balance competing strategic objectives related to asset performance, safety, mobility, and DEI.

Note: Title formerly "Socio-Economic Indicators in TAM Processes"
See: FHWA TAM Expert Task Group summary of this topic and potential R&I-sponsored research effort addressing equity

Note: Some TAM processes do include related socio-economic indicators, including NPV, ROI, IRR, FYRR and also social indicators such as population influenced, percentage of tax revenue utilized, revenue sources and the implied equity considerations (including racial and social equity). It is suggested to examine the indicators utilized in different states, and whether the socio-economic indicators are part of the decision making process.

Full NCHRP
Synthesis on Advancing Technology in Asset Data Collection

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.

• Identify tools (online forum, listserve, or others) to facilitate the community of practice.
• Create practitioner consortium database
• Webinars to build awareness
• Facilitation/moderation to foster the community of practice
• Report on lessons learned and successful practices identified through the community of practice
• Examine the consistency of the underlying data that goes into bridge/pavement data collection

This project proposes the establishment of a community of practice for asset management data collection rather than the creation of a traditional research report.
• The mission of the community of practice will be to articulate strategic, operational and tactical business needs relevant to emerging technologies for asset data collection and to recommend improvements to business processes, data, and information systems to meet the highest priority needs.
• The community of practice will seek to connect the experts and build the network to move the state of practice forward more effectively and efficiently
• The project will seek to foster the community of practice so that it is sustainable beyond the conclusion of this research

Synthesis
TPM – Refinement and Evaluation of Policies, Procedures and Requirements Related to the National-Level Operational Performance Measures (PM3 Measures)

Evaluate and assess the existing national-level performance measure requirements for operational performance management (PM3 measures) at the state and MPO level to determine applicability and usability of PM measures in decision making. As appropriate, provide recommendations and refinement of the performance measures for better use an application.

1. Evaluate current federal PM3 measures
2. Identify and address in detail specific challenges for the measure
3. Provide recommendations to improve existing measures and/or identify metrics that better reflect conditions.

Full NCHRP
Refinement and Evaluation of Policies, Procedures and Requirements Related to the National-Level Asset Management Performance Measures (PM2 Measures)

Evaluate and assess the existing national-level performance measure requirements for asset management at the state level to determine applicability and usability of PM measures in asset management decision making. As appropriate, provide recommendations and refinement of the performance measures for better use an application.

1. Evaluate current federal PM2 measures, both pavement condition measures and bridge measures, for performance thresholds, and overall performance measure with respect to: Consistency, Usefulness, and Alignment.

2. Identify and address in detail specific challenges for each condition measure for consistency, including thresholds. For example, determine if wheel path cracking considerations could be revised to provide more consistent results across pavement types (e.g. composite, concrete) and pavement widths (e.g. <12 ft.) 3. Provide recommendations to improve existing measures and/or identify metrics that better reflect conditions enhance decision-making taking into account not only the assessment of current and future condition but also their implications in economic analyses of long-term maintenance and rehabilitation.

NCHRP 20-24(20), 20-24 (97), 20-24 (127)
NCHRP 20-24(37): This project, Measuring Performance among State DOTs: Sharing Good Practices, put in place a foundation on which the first set of national performance measures were created. A similar program needs to established on which to further develop relevant national-level performance measures.

Full NCHRP
A Guide for Creating Visualizations and Evaluating Their Effectiveness

There is a rich body of research in NCHRP 226, Vizguide, and NCHRP Project 20-24(93)B(02), Communicating Performance Management, and NCHRP Synthesis 52-16, Visualization of Highway Performance Measures, documented the range of practices state DOTs are currently using regarding their visualization of performance measures. The goal of this research would be to evaluate the noteworthy practices currently being pioneered by state DOTs using the foundation of these previous NCHRP projects and then develop an easy-to-use guide to creating effective visualizations.
NCHRP Synthesis 52-16, Visualization of Highway Performance Measures, found that there is little guidance or widely shared practices on how to evaluate a visualization’s effectiveness using a systematic process. This finding illuminated a need to implement a clear set of principles that can be used to evaluate visualizations that are used internally and externally. This evaluation guide would cover two distinct objectives – the effectiveness of the visualization is communicating information and the effectiveness of the visualization is changing behavior.
Even though the depth of information presented in many of the visualizations provided to the general public presents a sophisticated view of vast amounts of information, it does not yet provide a complete solution. Even with clear visualizations providing insight to solutions that could solve vexing problems (e.g., the effectiveness of wearing seat belts or not texting), there are still a significant number of people who don’t respond to the data and are killed in crashes they may have survived if they chose to buckle up or not text while they drive. Determining the means to evaluate the effectiveness of visualizations, not only to provide information, but to influence behavior would significantly enhance the value and the time and effort spent creating the visualizations.

Create a Guide that provides noteworthy practices to creating visualizations and evaluating their effectiveness.

400000 24 months Full NCHRP
Keeping Inventory and Condition Data Up to Date

Emerging technologies, such as the use of drones for inspections, LiDAR field data collection, and continuous monitoring of real-time sensor data (among others), hold the promise of transforming asset data collection for transportation asset management. As this technology has been evolving and improving, federal regulation, specifically, MAP-21 and the FAST Act, has pushed many agencies to collect and utilize a detailed inventory of infrastructure assets and transportation data. With the collection of high-volume asset inventory and condition data, such as LiDAR point cloud data, the accessibility and affordability of data collection has become a clear issue for agencies, particularly as they aim to manage and visualize collected data for both strategic and operational transportation asset management planning purposes. Therefore, research and guidance on the benefits and applications of these emerging technologies as well as how frequently that inventory and condition data need to be collected or assessed is necessary.

The focus of this research would be on the following:
• Address the adoption and practical application of these emerging collection technologies and the rapid pace of technological advancement.
• Provide guidance on the level of detail and frequency interval necessary for data collection to support TAM at both the state and local levels.
• Determine how condition assessment can be applied to the performance measures of both pavement and non-pavement assets.
• Further investigate and recommend tools capable of visualizing asset extraction layers, as well as presenting data to stakeholders in powerful GIS formats with standardized TAM graphics for universal interpretation.
• 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 (design or construction) purposes.

Working backward from the key decisions that need to be made across stakeholder groups over an asset’s lifecycle, this project seeks to identify current practices and recommend ongoing improvements in relation to collecting, storing, sharing, and maintaining asset inventory and condition data (“data management”). With a focus on implementation, the project will build on existing research by identifying the pros and cons of different data management methods and technologies, so that decision makers across departments can collaborate more effectively when planning and investing in data management approaches. The practice of data management is evolving at a rapid pace, given the proliferation of new technologies that are being used increasingly alongside traditional approaches. In parallel, agencies are recognizing the multi-stakeholder nature of asset management, as departments such as compliance, safety, engineering, operations and environmental begin to see the benefits of access to reliable, accurate asset information. This project will answer key data management questions such as: What data should be collected to address all stakeholder needs? How, when, and how often? Using which technologies and platforms? At what cost? And why?
It will also provide guidance to agencies on the most appropriate approaches to collecting, storing, sharing and maintaining asset data, based on the needs of the various stakeholders involved in data-based decision-making.

500000 1824 months Full NCHRP
Integrate accepted best practices learned and revisiting our organizational mission across sectors to create a more safe, equitable society

Started from War Games topics, planning to submit to the Domestic Scan Program
• Focused on how do we integrate accepted best practice learnings and revisit our organizational mission across sectors to create a more safe, equitable society?
• Currently researching organizational missions, emerging performance areas, and equity plans within organizations before next meeting

Areas we may want to include:
- Organizational components that have been successful (for example)
- Organizational factors
- Risk management approaches
- Innovative strategies
- Stakeholder partnership (more than engagement)
- Successful support systems
- Strategic frameworks - organizational missions
- Performance management systems
- Equity plans, etc.
- Types of leadership exhibited in high-performing agencies

Also consider barriers to addressing societal needs, how leading agencies have overcome these challenges (for example):
- Rapid pace of change
- Complex, sometimes conflicting social pressures
- Funding
- Politics
- Other?

Process
- I.D. promising practices
- Assess likelihood of reproducing these results
- Investigate issues, assess tech transfer opportunities and methods
- Document results

Domestic Scan

Programmed

 
Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: January 2021
End date: February 2022
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.


Project
Funding: $450,000
Funding Source: Full NCHRP
Start date: February 2021
End date: November 2020
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: February 2021
End date: January 2023
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: $400,000
Funding Source: Other CRP
Start date: April 2021
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.



Active

 
Project
Funding: $50,000
Funding Source: Other CRP
Start date: January 2019
End date: January 2020
Objectives

The objective of this research is to provide a state by state summary of pertinent laws and practices related to achieving a state of good repair for transportation assets and include a summary of decisions and the experiences of transportation agencies.

At a minimum, the following questions should be considered:
How are the assets being used?
When does it become prudent to close a portion of a transportation asset because there are insufficient financial resources to keep the asset safely open to the public?
When an asset repeatedly fails inspections and budgetary restraints persist, how is the decision made to close or shut down the asset?
If federal funds were used to build the failing structure, when does the funding agency weigh in on closure?
Does a closure, or approval of a closure, constitute a federal action requiring compliance with National Environmental Policy Act (NEPA)?
Will federal funds need to be refunded?
When the public is not allowed to travel over an asset that has been closed, is there exposure for failure to provide equal protection of the laws or failure to comply with civil rights protections?
What governance practices are in use?
What lessons can be drawn from current experience?


Project
Funding: $300,000
Funding Source: Full NCHRP
Start date: June 2019
End date: December 2020
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: $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.


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.


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: April 2019
End date: April 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: $530,000
Funding Source: Full NCHRP
Start date: February 2019
End date: April 2021
Objectives

The objectives of this research are to (1) assess the state of transportation agency practices regarding use of targets in their transportation performance management (TPM) decision making, monitoring performance results, and as necessary adjusting management strategies and desired target levels; and (2) develop resources that agency practitioners can use to implement and maintain a process of monitoring performance and making management decisions based on comparisons of targets and observed system performance. Such resources could include, for example, guidebooks, web-based publications, prototypical planning scenarios, interactive computational tools, and visualization tools.


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: April 2020
End date: July 2021
Objectives

The objective of this research is to evaluate the business case for BIM in the United States by quantifying how adopting enterprise-wide BIM systems can provide increased agency efficiencies and foster advanced, comprehensive lifecycle management of enterprise assets.

The data for this research shall be gathered using domestic and international examples, with the findings targeted for the U.S. market and DOT stakeholders.


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: $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.


Project
Funding: $250,000
Funding Source: Full NCHRP
Start date: July 2020
End date: January 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: $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: $350,000
Funding Source: Full NCHRP
Start date: November 2020
End date: May 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: $800,000
Funding Source: Full NCHRP
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).


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: $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.



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: $300,000
Funding Source: Full NCHRP
End date: July 2019
Objectives

This report provides practical guidance to transportation agencies to help improve their use of data for performance management. Recent federal legislation has highlighted the importance of data utilization in performance management. The guidance focuses on six areas of the data life-cycle allowing for analysis on decisions and to identify opportunities for improvement. The purpose of this report is to allow for agencies to enhance their insight into their performance and to boost results.



Project
Funding: $500,000
Funding Source: Full NCHRP
End date: May 2019
Objectives

This report presents guidance and examples for selection of peer groups to ensure that benchmarking is effectively applied to enhance transportation system performance. The report includes practical guidance on how transportation agencies can undertake benchmarking to improve system performance management practices and highlights applications of the guidance in two specific components of system performance, for active (that is, non-motorized) transportation and environmental impact.



Project
Funding: $45,000
Funding Source: Synthesis
End date: November 2019
Objectives

This synthesis report documents agency practices, challenges, and successes in conducting automated pavement condition surveys. The report also includes three case examples that provide additional information on agency practices for conducting automated pavement surveys.



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: $350,000
Funding Source: Full NCHRP
Start date: May 2016
End date: January 2019
Objectives

This report presents guidance for state departments of transportation (DOTs) and other agencies conducting financial analyses and developing financial plans to support efficient and effective management of the agency’s transportation assets.



Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: July 2016
End date: March 2019
Background

Moving Ahead with Progress for the 21st Century (MAP-21) and Fixing America’s Surface Transportation (FAST) Act, call for risk and performance-based asset management for bridges and pavements and encourage state transportation agencies to develop and implement transportation asset management strategies for all assets within the right-of-way. This study contributes to the body of knowledge going beyond the initial steps of Geotechnical Asset Management (GAM) and places emphasis on incorporating geotechnical assets into transportation asset management. The objective of this research is to produce a manual for developing and implementing a geotechnical asset management program. The manual provides plans and tools for a consistent management program that is flexible enough to meet the needs of agencies having varied levels of maturity as they integrate the geotechnical assets into their overall asset management programs.


Project
Funding: $500,000
Funding Source: Full NCHRP
Start date: July 2016
End date: March 2019
Background

Moving Ahead with Progress for the 21st Century (MAP-21) and Fixing America’s Surface Transportation (FAST) Act, call for risk and performance-based asset management for bridges and pavements and encourage state transportation agencies to develop and implement transportation asset management strategies for all assets within the right-of-way. This study contributes to the body of knowledge going beyond the initial steps of Geotechnical Asset Management (GAM) and places emphasis on incorporating geotechnical assets into transportation asset management. The objective of this research is to produce a manual for developing and implementing a geotechnical asset management program. The manual provides plans and tools for a consistent management program that is flexible enough to meet the needs of agencies having varied levels of maturity as they integrate the geotechnical assets into their overall asset management programs.


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: $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: $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
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.