The page collects all research candidate statements that haven’t yet been programmed as projects. In the left column, you can browse all the unprogrammed candidate statements, including statements from previous years. You can compare these to the right column, which highlights the year’s research priorities, the current project pipeline, and completed research. Site administrators can select candidate statements for consideration in the next research year.
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Short-Term
Research Candidate Statement
Objectives

This research project would aim to develop a Primer or Guidance document to help agencies tasked with managing infrastructure (including pavement and bridges) to assess their current data, data collection processes, and data needs to best position them to be able to take advantage of burgeoning artificial intelligence techniques to develop increasingly accurate predictive models regarding their infrastructure.

Champions
This candidate currently has no champions

AI and Deterioration Modeling

AI is coming – are we ready? With the MAP-21/FAST Act legislation, and the renewed emphasis on Transportation Asset Management Plans (TAMPs), projections made by management systems will come under increasing scrutiny as agency executive leadership is asked to make large scale funding decisions based on these projections. This scrutiny as well as the inherent complications in predictive modeling of asset deterioration, presents an opportunity for the use of Artificial Intelligence (AI) in this type of analysis.

AI is becoming ubiquitous in the realm of automation and pattern recognition and shows promise in improving predictive modeling for infrastructure managed by highway agencies. Because data collected over time is especially valuable for deterioration modeling, it is very important for agencies to start collecting the right data, and putting in place the right quality control, as early as possible so that this data is ready for immediate use as more research into AI techniques for predictive modeling is conducted.

This research project would aim to develop a Primer or Guidance document to help agencies tasked with managing infrastructure (including pavement and bridges) to assess their current data, data collection processes, and data needs to best position them to be able to take advantage of burgeoning artificial intelligence techniques to develop increasingly accurate predictive models regarding their infrastructure.

Objectives

Champions
This candidate currently has no champions

Best Practices of Linking Required Planning/Performance Documents/Processes

Best Practices of Linking Required Planning/Performance Documents/Processes

Short-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Calculation of Maintenance Backlog

There are several known methods of estimating the maintenance backlog – via budget (raising the network to a given level within a given number of years), length or percentage of the network under a given maintenance standard (such as PCI, PSI, IRI or other indicator),

Short-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Cost Comparison of Doing Work Early on Assets

This question is usually dealt with in road assets but can be expanded to bridges and other assets as well. It is part of a life cycle cost analysis when the evaluation is performed on different treatments which are differentiated by their frequency (usually every X years) and thus influencing their cost. Many Asset Management Systems incorporate this kind of analysis.

Short-Term
Research Candidate Statement
Objectives

Better define the needs to 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
This candidate currently has no champions

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

Better define the needs to education, training and workforce development related to transportation asset management and transportation performance management.

Better define the needs to 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

Objectives

Champions
This candidate currently has no champions

Development of Asset Class Strategies to Address the Lifecycle Capital and O&M Needs of Assets

This is a typical function of an AMS, in which different asset classes, such as different types of roads (interstate, state, local, or possibly differentiated by traffic volumes), bridges, etc are allocated different treatments and possibly different budgets per asset class. This synthesis could be both a panel study (cross-section of states) and a time series study (how the policies developed over time), and could also involve systems which use life cycle costing and those which do not

Objectives

Champions
This candidate currently has no champions

Development of Standard Methods for All-Hazards Risk and Resilience Analysis for Certain Vulnerabilities (e.g., Flooding, others)

Development of Standard Methods for All-Hazards Risk and Resilience Analysis for Certain Vulnerabilities (e.g., Flooding, others)

Objectives

Champions
This candidate currently has no champions

Guide to Promote the Use of Performance-Based Decision Making in Maintenance
Short-Term
Research Candidate Statement
Objectives

1. Evaluate the impacts of incomplete/missing annual pavement data collection to various aspects of agency asset and performance management, including technical considerations, such as network-level condition summary and performance forecast, maintenance, rehabilitation, and reconstruction decision-making, and condition deterioration and treatment improvement modeling.

2. Consider the effect of incomplete/missing data on the organization and processes, such as federal performance reporting and transportation asset management planning requirements, as well as impacts to other internal and external stakeholders and decision-making processes.

3. Analyze and derive recommendations on mitigation strategies that DOT could implement to minimize the impact of incomplete condition data.

Champions
This candidate currently has no champions

Impact of Incomplete/Missing Annual Pavement Condition Data and Proposed Mitigation Strategies

Due to external stakeholder requirements and expectations (e.g., MAP 21 and FAST Acts) as well as internal DOT uses, DOTs typically collect pavement condition data (i.e., roughness, cracking and rutting or faulting depending on the pavement surfaces) on an annual cycle. However, disruptions of typical agency activities related to COVID-19 have resulted in data collection challenges, focusing attention on potential impacts of missing a data collection cycle. DOT may also face unforeseen workforce, contracting, data collection or processing challenges or other issues which could result in missed pavement data collection. In these cases, DOTs would benefit from understanding the range of potential impacts as well as potential mitigation strategies available to address these issues. Furthermore, in times of reduced budget, DOTs may desire to reduce the frequency of data collection, however should be informed of the potential impacts of that decision.

1. Evaluate the impacts of incomplete/missing annual pavement data collection to various aspects of agency asset and performance management, including technical considerations, such as network-level condition summary and performance forecast, maintenance, rehabilitation, and reconstruction decision-making, and condition deterioration and treatment improvement modeling.

2. Consider the effect of incomplete/missing data on the organization and processes, such as federal performance reporting and transportation asset management planning requirements, as well as impacts to other internal and external stakeholders and decision-making processes.

3. Analyze and derive recommendations on mitigation strategies that DOT could implement to minimize the impact of incomplete condition data.

Objectives

Champions
This candidate currently has no champions

Implementation of NCHRP 08-118: Risk Assessment Techniques for Transportation Asset Management

Implementation of NCHRP 08-118: Risk Assessment Techniques for Transportation Asset Management

Objectives

Champions
This candidate currently has no champions

Implementation of NCHRP 08-129: Incorporating Resilience Concepts and Strategies in Transportation Planning

Implementation of NCHRP 08-129: Incorporating Resilience Concepts and Strategies in Transportation Planning

Objectives

Champions
This candidate currently has no champions

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

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

Short-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Improve Asset Performance by Bundling Capital Projects

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

Objectives

Champions
This candidate currently has no champions

Integrating Risk and Resilience into the Performance Management Decision-Making Process

Integrating Risk and Resilience into the Performance Management Decision-Making Process

Short-Term
Research Candidate Statement
Objectives

MAP-21 and the Fast Act jump started many agencies in attaining an inventory of infrastructure assets and transportation data. Now that the need for such extraction projects 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 to be generated. What level of extraction detail and frequency interval is needed to support pavement management systems (PMS) at both the state and local levels? How can the condition assessment be applied to the performance measures of both pavement and non-pavement assets? What types of automated asset inventory techniques are available to agencies for solicitation or collaboration? Finally, how are successful agencies tracking asset data annually or with each project and how can those best practices be share with the larger community?

Champions
This candidate currently has no champions

Keeping Inventory and Condition Data Up-to-Date

Emerging technologies hold the promise of transforming asset data collection for transportation asset management. Applications of these technologies include the use of drones for inspections, LiDAR field data collection, continuous monitoring of real-time sensor data, and more. Research is needed to address the adoption and practical application of these technologies and the rapid pace of technological advancement.

MAP-21 and the Fast Act jump started many agencies in attaining an inventory of infrastructure assets and transportation data. Now that the need for such extraction projects 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 to be generated. What level of extraction detail and frequency interval is needed to support pavement management systems (PMS) at both the state and local levels? How can the condition assessment be applied to the performance measures of both pavement and non-pavement assets? What types of automated asset inventory techniques are available to agencies for solicitation or collaboration? Finally, how are successful agencies tracking asset data annually or with each project and how can those best practices be share with the larger community?

MAP-21 and the Fast Act jump started many agencies in attaining an inventory of infrastructure assets and transportation data. Now that the need for such extraction projects 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 to be generated. What level of extraction detail and frequency interval is needed to support pavement management systems (PMS) at both the state and local levels? How can the condition assessment be applied to the performance measures of both pavement and non-pavement assets? What types of automated asset inventory techniques are available to agencies for solicitation or collaboration? Finally, how are successful agencies tracking asset data annually or with each project and how can those best practices be share with the larger community?

Objectives

Champions
This candidate currently has no champions

Linking DOT Project Prioritization Process with TAM Project Selections with ROI

Several economic optimization methods are linked with TAM project selections. One of the economic indicators in measuring them is the ROI (which can be defined in various ways), but there are others such as NPV, IBC, FYRR and more. This research needs statement refers to the need of connecting prioritization / different approaches to asset management (such as optimization) and TAM project selections and economic indicators.

Short-Term
Research Candidate Statement
Objectives

The ultimate objective is to provide the decision-maker with tools that add value to the decision-making process and improve the robustness of the infrastructure network as a whole. In that sense, novel approaches for the evaluation of risk will be sought to capture the stochastic nature of interdependent infrastructure. A graph theory approach to evaluate criticality of network node failure as shown by Buldyrev and colleagues (2010) may prove interesting for the evaluation of consequences, and thus the real option value for the infrastructure, simulated by network programming methods.

Champions
This candidate currently has no champions

Real Option Methodology for Risk Assessment in Asset Management

A number of approaches are commonly used to manage risk, including conducting visual inspections of existing infrastructure, using design standards with conservative safety factors for new infrastructure, and applying best practices for minimizing risks of project cost and schedule overruns. Research is needed to determine how to build on existing practices to better assess the risks to transportation assets, better quantify consequences of different risks, and better prioritize investments explicitly acknowledging uncertainty in future events.

R = Σ pi × Ci

Risk (R) is generally quantified with the equation above. It is essentially a value for the expected outcome returns of a decision weighted by the probability (p) of each consequence (C) of event i. How do we calculate R if neither p nor C is certain? Do current methods address this effectively?

Investment decisions are widely made using discounted cash flows (DCF). It is assumed, that given a certain decision made in Year 0, Costs and Benefits can be assumed for a number of years to come, i.e. C is known and p is assumed 1 for all i. If the project is considered risky, the discount rate is increased accordingly. However, defining the future in- and outflow of cash with such deterministic certainty is unrealistic. Not only is the consequence (C) uncertain, but also their occurrence. This is because infrastructure is often affected by stochastically occurring events.

We can ignore the uncertainty by using expected values. Imposing an assumed expected value will nevertheless almost certainly lead to arriving at a wrong risk estimation (see figure X). This is called the “flaw of averages” (Savage, 2012). The error due to the “flaw of averages” exponentiates when systems are non-linear because outputs using expected inputs do not equal expected outputs. Ultimately, it can be said that ignoring the uncertainty and the consequent existence of a distribution instead of a deterministic expected value, is a fallacy.

Discrepancies between the forecast and actual costs of road projects, Source: (de Neufville and Scholtes, 2011)

Another approach to compensate for increased risk is overdesigning infrastructure. This reduces the probability of failure to negligent values, but may lead to infrastructure being overly expensive or redundant. This also ignores the fact that infrastructure owners are not passive, but actively observe their condition and relevant external factors and trends that affect the condition level of the infrastructure. Based on this, the fundamental assumptions of DCF do not seem appropriate.

The ultimate objective is to provide the decision-maker with tools that add value to the decision-making process and improve the robustness of the infrastructure network as a whole. In that sense, novel approaches for the evaluation of risk will be sought to capture the stochastic nature of interdependent infrastructure. A graph theory approach to evaluate criticality of network node failure as shown by Buldyrev and colleagues (2010) may prove interesting for the evaluation of consequences, and thus the real option value for the infrastructure, simulated by network programming methods.

Short-Term
Research Candidate Statement
Objectives

1. Evaluate current federal PM2 measures, both pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking) 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 (Ride Quality, Rutting, Faulting, and Cracking) 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 pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

Champions
This candidate currently has no champions

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

Research to evaluate current federal PM2 measures, both pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking) and bridge measures, for performance thresholds, and overall performance measure with respect to: Consistency, Usefulness, and Alignment.

1. Evaluate current federal PM2 measures, both pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking) 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 (Ride Quality, Rutting, Faulting, and Cracking) 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 pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

Short-Term
Research Candidate Statement
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
This candidate currently has no champions

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

Evaluate current federal PM3 measures

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.

Short-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Socio-Economic Indicators in TAM Processes

Many TAM processes include 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.

Objectives

Champions
This candidate currently has no champions

Success and Best Practices using TAM to Overcome the Financial Challenges due to COVID

: Among the many difficulties raised by covid-19, it has the potential of affecting asset management practices in diverse ways. On the one hand, reduced traffic might reduce road maintenance costs; on the other hand, ordering more goods might increase truck traffic and thus increase deterioration. Even if deterioration were the same, the road agency would always have the option of utilizing a less expensive treatment alternative and thus reduce the capital needs and maintenance budget. Perhaps a synthesis could be performed on this topic via interviewing relevant road agencies as to their practices during Covid, and observe their budget outlays, activities performed and data collection. The results could be utilized for good practices not just in times of widespread disease, but also for times of economic austerity such as a recession.

Objectives

Champions
This candidate currently has no champions

Upgrading and Maintaining Asset Data Governance Procedures to Support Standardization Across Agencies

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.

Medium-Term
Research Candidate Statement
Objectives

The focus of this research is to support a scan tour or peer exchange addressing organizational alignment for TAM. This falls into three distinct but equally necessary categories: a review of previous knowledge, a inter-agency gathering to assess differing organizational models and policies to TAM, and finally a report or summary of the findings.

Champions
This candidate currently has no champions

Aligning the Organization for TAM

Enterprise-wide asset management is a multi-disciplinary, cross-functional, inter-departmental and partner-dependent undertaking that forms the basis of how an organization does business. How does an asset owner ensure that all of those involved in successful asset management are aligned, taking responsibility, and contributing to the effort?

The focus of this research is to support a scan tour or peer exchange addressing organizational alignment for TAM. This falls into three distinct but equally necessary categories: a review of previous knowledge, a inter-agency gathering to assess differing organizational models and policies to TAM, and finally a report or summary of the findings.

Medium-Term
Research Candidate Statement
Objectives

The outcome from this effort will benefit quality assurance (QA) methods for data collection and inspection efforts, quantify the variability and sensitivity in target setting for DOTs, and help budget planning for asset inconsistencies.

Champions
Charlie Pilson | Kercher
E-mail
Dave Schrank | Texas A&M
E-mail
Mike Johnson | Caltrans
E-mail
Matt Haubrich | Iowa DOT
E-mail
Aimee Flannery | AEM
E-mail

Causes and Effects of Transportation Data Variability

• State departments of transportation (DOTs) and metropolitan planning organizations (MPOs) across the United States are required to establish performance targets as part of their asset management efforts. The target- setting requirements for transportation performance management (PM2) of pavement and bridge condition generally require agencies to consider three factors; the measured condition of the assets, expected deterioration over time and project level accomplishments. The measured condition of the asset is the ultimate measure of progress and an effective way for agencies to demonstrate that they are making progress as required by federal regulations.
• Research assessing the consistency of National Bridge Inventory (NBI) condition metrics has found variability between individual inspectors when inspecting “control bridges” for study. In other words, there is the potential for any given bridge inspector to assess the current condition of same bridge differently. This variability means that the conditions of bridge could improve in the absence of a project just by having a different inspector interpret the field condition differently. A similar potential exists for pavement condition assessments. This demonstrates the potential inconsistencies due to human interaction, but the same could be true of technologies if applied or calibrated differently across agencies.
• Pavement and bridge conditions rely on assessment methods that are subject to variability from one assessment to the next and from one assessor or one technology utilization to the next. This variability may occur in the absence of projects or significant field deterioration. This research project would attempt to evaluate the impact of condition assessment variability on agency wide target setting required for asset management.

The outcome from this effort will benefit quality assurance (QA) methods for data collection and inspection efforts, quantify the variability and sensitivity in target setting for DOTs, and help budget planning for asset inconsistencies.

• To be completed at 9/9 research workshop

Medium-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Conduct Regional and National Peer Exchanges

Continue to deliver TAM peer exchanges at the regional and national levels.

Medium-Term
Research Candidate Statement
Objectives

Document and provide examples of condition assessments for all types of assets.

Champions
This candidate currently has no champions

Create Catalog of Condition Assessment Protocols

Document and provide examples of condition assessments for all types of assets.

Document and provide examples of condition assessments for all types of assets.

Objectives

Champions
This candidate currently has no champions

Data visualization platforms and tools for statewide asset inventory data analysis and management

Accessibility and affordability to collect high volumes of asset inventory data, as well 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. Research is needed to further investigate what tools are capable of visualizing asset extraction layers, as well as presenting such data to all stakeholders in powerful GIS formats with standardized TAM graphics for universal interpretation. As part of this research, the development of vertically integrated data dashboards needs to be incorporated to ease the connectivity across asset types as well as agency department levels.

The frequency at which asset data should be (or could be) collected might be standardized for comparisons of condition deterioration and maintenance performances across state agencies and from municipalities to state management systems.

Medium-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Develop TAM Big Data Case Studies

Create case studies addressing noteworthy applications of big data analytics to TAM.

Medium-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Incorporate Change Management into TAM Implementation

Develop a framework, recommended actions, and synthesis of noteworthy practices for agencies to use in incorporating change management strategies in TAM practice.

Medium-Term
Research Candidate Statement
Objectives

This research should:
• Identify pertinent data sources, data types, as well as relevant collection and analysis methods employed by transit agencies.
• Provide a synthesis of examples or State of the Practice applications for MPOs/DOTs.
• Outline communication strategies to the relevant decision-makers.

Champions
This candidate currently has no champions

Risk Analysis and Vulnerability Practices Across Transportation Agencies

Research is needed addressing risk analysis/vulnerability quantification and application to multiple transportation modes for purposes of scenario planning at MPO and DOT levels. There is significant variability across agencies with regards to how the agencies analyze risk and their practices for assessing vulnerability. Even basic elements such as methods that agencies use to collect data are not consistent across agencies, further complicating any potential analysis.

This research should:
• Identify pertinent data sources, data types, as well as relevant collection and analysis methods employed by transit agencies.
• Provide a synthesis of examples or State of the Practice applications for MPOs/DOTs.
• Outline communication strategies to the relevant decision-makers.

Medium-Term
Research Candidate Statement
Objectives

Champions
This candidate currently has no champions

Synthesize Best Practices for Internal Staff Development

Synthesize best practices for workforce development and training in order to enhance the capabilities of a TAM team/staff or attract internal staff to become involved in TAM program/implementation.

Medium-Term
Research Candidate Statement
Objectives

The objectives of this research are to examine methods for evaluation of system assets. Thorough research should:
• Identify international practices and determine how they can be applied in the US
• Better marry engineering and accounting in financial planning
• Demonstrate benefits through a case study (may be fictional)

Champions
This candidate currently has no champions

System Level Asset Valuation

There are standard practices used internationally for incorporating asset valuation into an organization’s financial statements that have not been adopted in the US. These are important to asset management to support long-term financial planning, leading to improved financial sustainability. Improved practices in asset valuation will allow agencies to use financial valuation and acknowledge that sustainability is not only about maintaining financial capacity (cash) and infrastructure capital (condition).

The objectives of this research are to examine methods for evaluation of system assets. Thorough research should:
• Identify international practices and determine how they can be applied in the US
• Better marry engineering and accounting in financial planning
• Demonstrate benefits through a case study (may be fictional)

Long-Term
Research Candidate Statement
Objectives

Develop a framework and guidance for calculating and communicating the overall benefit of improved asset management approaches to transportation agencies, transportation system users, and society of improved asset management approaches. The framework should address monetized benefits, as well as issues such as equity, sustainability, and resilience. Illustrate use of the framework and examples through a set of pilot studies of U.S. agencies.

Champions
Karuna Pujara | Maryland SHA
E-mail
William Johnson | Colorado DOT
E-mail

Assess Benefits Realized from TAM

• It’s difficult to communicate the value of an asset management approach to the public.
• In many cases agency leaders and stakeholders, including the public, may not see discernable benefits from TAM, reducing support for a preservation-focused investment strategy and/or improved systems and data required to support a TAM approach.
• Research has been performed in the past regarding how to calculate the return on investment (ROI) of TAM systems and how to communicate the value of preservation. Also, private sector entities use a separate set of approaches for evaluating the benefits of providing transportation as a concession.
• Additional research is needed to quantify the benefits of TAM generally, and incorporate consideration of other factors such as sustainability, equity, resilience, etc.

• NCHRP Synthesis 330, Public Benefits of Highway System Preservation and Maintenance
• NCHRP Report 742, Communicating the Value of Preservation: A Playbook
• NCHRP Report 866, Return on Investment in Transportation Asset Management Systems and Practices
• TCRP Report 206, Guidance for Calculating the Return on Investment in Transit State of Good Repair

Develop a framework and guidance for calculating and communicating the overall benefit of improved asset management approaches to transportation agencies, transportation system users, and society of improved asset management approaches. The framework should address monetized benefits, as well as issues such as equity, sustainability, and resilience. Illustrate use of the framework and examples through a set of pilot studies of U.S. agencies.

Long-Term
Research Candidate Statement
Objectives

Identify linkage between ISO standards and MAP-21 TAMP requirements. Identify gaps or inconsistencies and propose solutions. The proposed solutions may include guidelines for agencies, research needs, modification to the standards, or agency specific standards that address agency specific needs.

Champions
This candidate currently has no champions

Comparison of ISO Framework and Legislative Requirements for Asset Management Plan

Existing standards have been developed by ISO and are being used by various groups. Now there is federal legislature with requirements for asset management plans. The goal of this research is to establish relationships between these existing standards and the legislature requirements.

Identify linkage between ISO standards and MAP-21 TAMP requirements. Identify gaps or inconsistencies and propose solutions. The proposed solutions may include guidelines for agencies, research needs, modification to the standards, or agency specific standards that address agency specific needs.

Long-Term
Research Candidate Statement
Objectives

Develop guidance on an asset management corridor planning process to prioritize and schedule project delivery for cost effectiveness while also considering mobility/accessibility issues, drainage, and more.

Champions
TBD |
E-mail

Develop Approaches for Corridor Planning and Allocation

• Asset conditions are typically determined currently in separate silos - leading to asset treatments that are applied on varied schedules by asset (pavement, bridges, culverts) even over the same corridor.
• Significant resources may be misallocated on treatments applied at the wrong time due to lack of coordinated corridor planning.
• Corridor planning can organize the asset treatments — while also looking at environmental issues, congestion, and safety
• There may be other issues such as operation needs in a corridor as well.
o “Project delivery” can be achieved more efficiently because projects are organized into a corridor delivery strategy. Projects can be peeled off as funding is available
o Public can be engaged all at once instead of multiple times for multiple projects.
o Minimize contractor costs

• Boadi, Richard S; Amekudzi, Adjo A. Risk-Based Corridor Asset Management: Applying Multiattribute Utility Theory to Manage Multiple Assets. Transportation Research Record: Journal of the Transportation Research Board, Issue 2354, 2013, pp 99–106 https://trid.trb.org/view/1241970
• Anderson, Scott A; Rivers, Benjamin S. Corridor Management: A Means to Elevate Understanding of Geotechnical Impacts on System Performance. Transportation Research Record: Journal of the Transportation Research Board, Issue 2349, 2013, pp 9-15 https://trid.trb.org/view/1241789

Develop guidance on an asset management corridor planning process to prioritize and schedule project delivery for cost effectiveness while also considering mobility/accessibility issues, drainage, and more.

Long-Term
Research Candidate Statement
Objectives

The objectives of this research are to:
• Generate risk identification techniques to determine high risk threats at project and network levels,
• Develop quantitative, repeatable approaches for assessing likelihood and consequences for these threats,
• Develop visual, interactive characterization methods (e.g., dashboards) to reflect an agency’s level of risk and the effectiveness of proposed mitigation actions,
• Allow risk and resilience to be on par with traditional performance measures.

High risk threats to be studied include, but are not limited to, extreme events (e.g., earthquakes, fires, hurricanes, avalanches, tornadoes), asset failure (structural and operational), financial, strategic, political, environmental (e.g., sea level rise, flooding), technological, and social justice risks.

The final deliverables could include guidebook with a spreadsheet or a framework for assessing high risk threats and incorporating the results into TAM efforts. The guidebook should feature a comprehensive review of existing literature and current practice. It should present a standard definition of resilience as well as step-by-step instructions to develop models, methods, and metrics for estimating resilience of highway systems to high risk threats. Pilot studies should be conducted with select agencies to test the guidance and calculation procedures.

Champions
Nathan Lee | Utah DOT
E-mail
Jean Wallace | Minnesota DOT
E-mail

Develop Methods to Allow Agencies to Incorporate Quantitative Risk Assessment at Project and Network Level

Managing risk is a critical component of asset management. On a day-to-day basis transportation asset managers spend much of their time responding to or mitigating a large number of risks, which may range from external events that damage transportation infrastructure to unplanned changes to budget or workloads resulting from unexpected events. Various recent and on-going research efforts aim to improve approaches for risk management for transportation agencies. However, most of these efforts treat risk management as a high-level activity. Further research is needed to develop quantitative, repeatable approaches at the appropriate staff level, to assessing and identifying the highest priority risks transportation agencies face in managing physical assets. This project aims to develop such approaches to assess risks (e.g., financial, strategic, operational, political, environmental, technological, social justice risks) and incorporate them into life cycle analysis and planning efforts.

Risk management has been studied quite extensively in the transportation sector. Risk management encompasses four major steps: Risk identification, risk assessment, risk mitigation, and continuous updating of results. Risk assessment focuses on determining the magnitude of risk, which is directly proportional to the likelihood and consequences of an event to occur. Risk assessment has been a major area of study in pavement and bridge management efforts. In recent decades, the focus has shifted from assessing risk in single networks towards more holistic risk assessment approaches.

Between 2012 and 2013, Federal Highway Administration (FHWA) published a five-part report series on Risk Based Asset Management. These reports focus on: (1) Overview of risk management, (2) Managing risk at different levels, (3) Strategic risk management (risks to agency objectives), (4) Managing risk to critical assets, and (5) Managing external threats such as climate change and extreme weather risks. These reports played an important role in introducing risk management concepts into asset management efforts. In 2016, American Association of State Highway and Transportation Officials (AASHTO) published the Guide for Enterprise Risk Management. In this Guide, risk management is defined as “the systematic application of policies, procedures, and practices to the identification and management of uncertainty or variability on achievement of agency objectives.” In addition, the Guide introduces four levels at which risks need to be managed: Strategic, Program, Project, and Activity levels. Enterprise Risk Management is defined as management of risks at all levels. Other research projects (recently completed, active, or pending) in this area include:
• NCHRP 08-113: Integrating Effective Transportation Performance, Risk, and Asset Management Practices
• NCHRP 08-118: Risk Assessment Techniques for Transportation Asset Management
• NCHRP 20-44(02): Implementation of the AASHTO Guide for Enterprise Risk Management
• NCHRP 20-123(04): Development of a Risk Management Strategic Plan and a Research Roadmap
• NCHRP 08-129: Incorporating Resilience Concepts and Strategies in Transportation Planning
• NCHRP 23-09: Scoping Study to Develop the Basis for a Highway Standard to Conduct an All-Hazards Risk and Resilience Analysis.

Managing risk at program (or network) and project levels is particularly important to achieve desired performance levels and to improve resilience of a transportation system. While existing research efforts in this area are highly significant, there is a need for developing more practical and repeatable risk assessment calculation methods for project and network level risks. This proposed study will build on these recent efforts, particularly NCHRP 23-09, and serve as the next phase in risk assessment and management.

The objectives of this research are to:
• Generate risk identification techniques to determine high risk threats at project and network levels,
• Develop quantitative, repeatable approaches for assessing likelihood and consequences for these threats,
• Develop visual, interactive characterization methods (e.g., dashboards) to reflect an agency’s level of risk and the effectiveness of proposed mitigation actions,
• Allow risk and resilience to be on par with traditional performance measures.

High risk threats to be studied include, but are not limited to, extreme events (e.g., earthquakes, fires, hurricanes, avalanches, tornadoes), asset failure (structural and operational), financial, strategic, political, environmental (e.g., sea level rise, flooding), technological, and social justice risks.

The final deliverables could include guidebook with a spreadsheet or a framework for assessing high risk threats and incorporating the results into TAM efforts. The guidebook should feature a comprehensive review of existing literature and current practice. It should present a standard definition of resilience as well as step-by-step instructions to develop models, methods, and metrics for estimating resilience of highway systems to high risk threats. Pilot studies should be conducted with select agencies to test the guidance and calculation procedures.

While existing reporting mechanisms allow agencies to see the parts of their network that are in good and poor condition, risks associated with different threats and the impact of failure are not reported as an explicit performance measure. Competing design documents, financial implications, legal concerns, maintenance practices, focus on building new capacity rather than managing existing infrastructure, and other factors that affect decision making procedures may counter-act risk-based TAM practices. Issues related to social justice and equity, and consequences of failures make risk-based TAM even more important. Creating harmony in the TAM decision making space in consideration of risk and resilience represents an urgent need. A practical, quantitative, and repeatable risk assessment process could play a major role in addressing this need.

Long-Term
Research Candidate Statement
Objectives

Develop communication tools and methodologies for engaging stakeholders in TAM program activities such as strategies development, performance management implementation, and budget development.

Champions
Aisha Anders | WSP
E-mail
Karen Miller | Missouri DOT
E-mail
Trisha Stefanski | Minnesota DOT
E-mail

Engage Stakeholders in TAM

Agencies have made progress in implementing TAM within their agencies. The impact of TAM will be much greater if stakeholders are engaged as a part of the decision-making and TAM approaches were collaborative for given geographic areas.

Develop communication tools and methodologies for engaging stakeholders in TAM program activities such as strategies development, performance management implementation, and budget development.

Long-Term
Research Candidate Statement
Objectives

The objective of this research is to:
1. Evaluate current federal pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking), performance thresholds, and overall performance measure with respect to:
a. Consistency – across various pavement types, network designations, and lane configurations
b. Usefulness – in network-level pavement condition summary and asset management decision-making, prioritization, and forecasts; and
c. Alignment – with state established pavement condition metrics

2. Provide recommendations to improve existing measures and/or identify metrics that better reflect pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

3. Identify and address in detail specific challenges for each condition measure (Ride Quality, Rutting, Faulting, and Cracking) 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.) 4. Evaluate structural capacity indicators for potential consideration as a Federal measure.

Champions
Cristina Torres-Machi | University of Colorado Boulder
E-mail
Juan Diego Porras-Alvarado | WSP
E-mail
Louis Feagans | Indiana DOT
E-mail
Laura Heckel | Illinois DOT
E-mail
Anne-Marie McDonnell | Connecticut DOT
E-mail

Evaluate Federal Measures and Metrics for Pavements

The Moving Ahead for Progress in the 21st Century (MAP-21) transportation bill established federal regulations that require each State Department of Transportation (DOT) to develop a Transportation Asset Management Plan (TAMP), and implement Performance Management. These regulations require all DOTs to utilize nationally defined performance measures for pavements on the National Highway System (NHS). These nationally defined performance measures (referred as PM2 hereafter) are aimed at providing nationally consistent metrics for DOTs to measure condition, establish targets, assess progress toward targets, and report on condition and performance. Furthermore, Federal measures provide the Federal Highway Administration (FHWA) the ability to better communicate a national performance story and to more reliably assess the impacts of Federal funding investments.
State DOTs are expected to use the information and data generated from these Federal measures to inform their transportation planning and programming decisions. However, State DOTs are finding discrepancies between pavement conditions from PM2 measures as compared to their internal, state-developed measures. This discrepancy hampers the adoption of the PM2 pavement measures as the primary input into condition summary reporting and pavement investment prioritization and decision-making. In other words, State DOTs do not have confidence in the Federal measures, primarily because these measures cannot be used to inform decision-making processes such as investment decisions. Furthermore, the resulting differences between state metric-determined and federal metric-determined network conditions creates confusion among the public, senior executive staff, and legislative bodies, along with non-DOT owners of NHS assets.
As mentioned before, FHWA needs to collect consistent Federal measures across all State DOTs to assess the impact of Federal funding investment at the national level. However, State DOTs have been collecting pavement performance data for decades and used this data to inform their pavement management systems and processes to address specific needs. Typically, the data collection processes cover state-owned pavements and not only NHS pavements, which brings another layer of inconsistency. For this reason, there is a need for more flexible metrics that can be aligned to performance measures currently used by State DOTs and support decision-making processes such as investment decisions.

The objective of this research is to:
1. Evaluate current federal pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking), performance thresholds, and overall performance measure with respect to:
a. Consistency – across various pavement types, network designations, and lane configurations
b. Usefulness – in network-level pavement condition summary and asset management decision-making, prioritization, and forecasts; and
c. Alignment – with state established pavement condition metrics

2. Provide recommendations to improve existing measures and/or identify metrics that better reflect pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

3. Identify and address in detail specific challenges for each condition measure (Ride Quality, Rutting, Faulting, and Cracking) 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.) 4. Evaluate structural capacity indicators for potential consideration as a Federal measure.

Because DOTs are only two years into implementing the pavement performance measures and metrics, the urgency is great to make sure the measures in use are as meaningful, consistent and implementable as possible. Currently, the performance measures have not achieved widespread use as the primary performance criteria for decision-making, leading to two sets of metrics being used by many agencies. In addition, DOTs must make performance predictions and justifications based on the federal performance measures. Making any changes to the measures as soon as possible will allow DOTs to build up datasets on which to base predictions of future performance.
Potential benefits to improving the federal pavement performance measures and metrics include:
• Metrics that better define pavement failure mechanisms and therefore condition
• Metrics that result in more consistent results across pavement types and pavement widths
• Broader adoption of the measures by DOTs as part of decision-making criteria
• Less confusion among the public, senior executive staff, and legislative bodies, along with non-DOT owners of NHS assets by having one set of metrics instead of two (federal and state-specific)

Long-Term
Research Candidate Statement
Objectives

The objective for this research is to examine the costs and value associated with maintaining assets, and then to develop a usable model for forecasting the cost and value. Such a model must include, but not be limited to:
• A framework for quantitatively assessing the value of an asset that has been properly maintained.
• A tool for calculating the long-term costs of maintaining an asset, in line with industry standards for safety and reliability.
In addition to developing the model, the research should also establish guidance targeted at helping practitioners conduct forecasting analyses and communicate the results.

Champions
This candidate currently has no champions

Forecasting the Financial Needs for Transportation Assets – LCC Model

With the current financial state and shrinkage of resources, there is an urgent need to know what is the value and future cost of maintaining assets. Maintaining assets have an obvious value, but there is a cost associated with both choosing to maintain assets, as well as a cost associated with choosing not to do so. Attempting to determine the expected long-term costs of maintaining an asset, as well as the predicted value of having a well-maintained asset, is a considerable challenge for a transportation agency.

The objective for this research is to examine the costs and value associated with maintaining assets, and then to develop a usable model for forecasting the cost and value. Such a model must include, but not be limited to:
• A framework for quantitatively assessing the value of an asset that has been properly maintained.
• A tool for calculating the long-term costs of maintaining an asset, in line with industry standards for safety and reliability.
In addition to developing the model, the research should also establish guidance targeted at helping practitioners conduct forecasting analyses and communicate the results.

Long-Term
Research Candidate Statement
Objectives

The proposed research will:

  • Identify and classify data items required to inform the maintenance and rehabilitation of different asset types.
  • Determine the degree of relevance/criticality of select data items towards treatment decisions.
  • Identify the level of detail required for asset management decisions at both the project and network level.
  • Construct sensitivity analyses between data elements and infrastructure performance to explore the relationships that exist between them. This would also justify which data items are worth investing more resources into in order to mitigate uncertainties in developing long-term infrastructure preservation plans.

Champions
This candidate currently has no champions

Guidance for Tracking Critical Data Items to Reduce Asset Lifecycle Costs and Support Treatment Decisions

Due to legislative mandates and advances in organizational practices, transportation planning agencies have engaged in intensive data collection activities. The resulting data has been used, to some extent, by these agencies to guide their resource allocation decisions for their infrastructure assets. However, there still remains vast amounts of underutilized data that, if leveraged appropriately, could be used by planning agencies to improve the cost-effectiveness of their infrastructure maintenance and preservation activities. As a result, it is important that planning agencies gain better insights regarding the types of data frequently available within infrastructure management systems that can be used to reduce the life-cycle costs of an agency’s assets.

The proposed research will:

  • Identify and classify data items required to inform the maintenance and rehabilitation of different asset types.
  • Determine the degree of relevance/criticality of select data items towards treatment decisions.
  • Identify the level of detail required for asset management decisions at both the project and network level.
  • Construct sensitivity analyses between data elements and infrastructure performance to explore the relationships that exist between them. This would also justify which data items are worth investing more resources into in order to mitigate uncertainties in developing long-term infrastructure preservation plans.
Long-Term
Research Candidate Statement
Objectives

The focus of this research can be divided into three main categories. Firstly, prior information must be collected and organized. This is accomplished through:
• Case studies and examples of best practice
• Creating a synthesis of state’s best practices
The next step is to build tools that allow for better asset management marketing, such as:
• Communication, sales, and/or a media science application to help craft a way to tell the story
• Creating a marketing plan that can be used to educate and train
• Training to Speak a language that all can understand
• Communicating the secondary benefits of TAM
Finally, follow-ups of the methods must be conducted to measure efficacy. This could include examining:
• How effective are the marketing and communication? Is the message being received?
• How has public perception changed?

Champions
This candidate currently has no champions

Guidance in the Development of Communication Plans and Asset Management

Agencies have a need to tell a better story. The utility of a well-thought out story, called a marketing plan, is to convert the non-believing decision makers and public. A well-conceived plan must translate the technical issues to something that resonates with public. For example, Ohio has marketing toolbox for continuous improvement with tools designed specifically for internal and external users. Although Asset Management is the right thing to do, the public still does not rally behind the cause. A possible solution is heavy branding and thorough communications plans.

The focus of this research can be divided into three main categories. Firstly, prior information must be collected and organized. This is accomplished through:
• Case studies and examples of best practice
• Creating a synthesis of state’s best practices
The next step is to build tools that allow for better asset management marketing, such as:
• Communication, sales, and/or a media science application to help craft a way to tell the story
• Creating a marketing plan that can be used to educate and train
• Training to Speak a language that all can understand
• Communicating the secondary benefits of TAM
Finally, follow-ups of the methods must be conducted to measure efficacy. This could include examining:
• How effective are the marketing and communication? Is the message being received?
• How has public perception changed?

Long-Term
Research Candidate Statement
Objectives

The research should focus of two primary areas of focus. The researchers must develop a guidebook for data integration across jurisdictional lines, as well as review the existing standards for civil data. This could include projects such as Civil Integrated Management (CIM) and the researchers must document the positive and negative ramifications of the various standards.

Champions
This candidate currently has no champions

Guideline for Cross-Jurisdictional Asset Data Integration

Data-driven analytics are increasing critical to the success of any transportation agency. The recent NHS expansion impact on data collection, collaboration, and by extension, the entire decision making process. This leaves a fundamental question: How do we help agencies comply with FHWA requirements to manage across jurisdictions.

The research should focus of two primary areas of focus. The researchers must develop a guidebook for data integration across jurisdictional lines, as well as review the existing standards for civil data. This could include projects such as Civil Integrated Management (CIM) and the researchers must document the positive and negative ramifications of the various standards.

Long-Term
Research Candidate Statement
Objectives

The primary focus of this research is, at a most basic level, to help agencies strengthen their work force. This should be accomplished by researching areas where:
• Agencies lack a comprehensive list of necessary skills for a given position
• Agencies lack a comprehensive list of which positions are most critical to keep fully staffed. In an era of shrinking budgets, effectively prioritizing hiring decisions is crucial.
• There is a gap in knowledge regarding existing certifications.

Champions
This candidate currently has no champions

How to Recruit, Train and Maintain a TAM Staff

Transportation Asset Management (TAM) brings with it new fields and emerging technologies. These innovations require employees to have a different skill set then what was previously necessary. Co-ordination cross departments and silos is mandatory. Effective data management and effective use of systems and analytics is essential. With all of these new employee skills being critical to effective operations, transit agencies face the difficulty of recruiting, training, and maintaining a TAM staff.

The primary focus of this research is, at a most basic level, to help agencies strengthen their work force. This should be accomplished by researching areas where:
• Agencies lack a comprehensive list of necessary skills for a given position
• Agencies lack a comprehensive list of which positions are most critical to keep fully staffed. In an era of shrinking budgets, effectively prioritizing hiring decisions is crucial.
• There is a gap in knowledge regarding existing certifications.

Long-Term
Research Candidate Statement
Objectives

The proposed research will:
• Evaluate various technologies for tagging and tracking assets and capturing asset history. Each proposed tracking technology should be evaluated for various factors, such as cost, ease of use, efficacy, and time required to implement.
• Create a standard for transportation asset tagging and tracking that can be used intermodally and across agencies.
• Develop a business case to demonstrate the lifecycle savings that can be achieved by transportation entities. This case study may be fictional if a suitable real-world example cannot be identified due to the new nature of the technologies.

Champions
This candidate currently has no champions

Improving Asset Inventory and Reducing Lifecycle Costs through Improved Asset Tracking

Well set up asset inventory is essential to reduce long-term costs in any agency. By tracking assets, lifecycle costs should be able to be reduced. An accurate asset inventory is a key element in meeting MAP-21 requirements. With the emergence of asset tagging and tracking technologies it is imperative to have a common standard in how these technologies should be developed and applied to support asset lifecycle management. Which of these technologies is the most efficient at reducing costs is still an open question.

The proposed research will:
• Evaluate various technologies for tagging and tracking assets and capturing asset history. Each proposed tracking technology should be evaluated for various factors, such as cost, ease of use, efficacy, and time required to implement.
• Create a standard for transportation asset tagging and tracking that can be used intermodally and across agencies.
• Develop a business case to demonstrate the lifecycle savings that can be achieved by transportation entities. This case study may be fictional if a suitable real-world example cannot be identified due to the new nature of the technologies.

Long-Term
Research Candidate Statement
Objectives

The objectives of this research are to quantify the expected abilities of autonomous vehicles, to establish an expected timeline of integration within the greater transportation networks, and to examine what infrastructure changes are most beneficial for autonomous vehicles.
The capacities of autonomous vehicles are not yet quantified. The research should:
• Determine what types of roads are suitable for such vehicles.
• Examine safety for both drivers/passengers, and other users of the roadways, such as pedestrians and cyclists.
• Explore limitations, such as fog or extreme conditions.
• Establish a timeline for adoption. Since the technology is expected to change rapidly, current capabilities will change.
The infrastructure requirements for autonomous vehicles are greatly dependent on the capabilities of the vehicles. Nevertheless, certain changes can be expected to improve the safety and usefulness of the vehicles, such as:
• Repainting roadways to help the vehicles operate.
• Installing RFID that could communicate with the vehicles directly.
• Determining what challenges would face a mixed-stream road of autonomous vehicles and vehicles under driver operation.

Champions
This candidate currently has no champions

Infrastructure Needs for Autonomous Vehicles

Autonomous vehicles, colloquially referred to as self-driving cars, have a large potential to impact transportation networks in the near future. Semi-autonomous vehicles with various degrees of autonomy are already a reality. The industry is still a relatively nascent one, and therefore several large questions still exist. The expected capabilities and limitations of these vehicles are not yet established, nor is a timeline for implementation. The capacities and speed of implementation of autonomous vehicles are also greatly affected by the infrastructure on which they operate.

The objectives of this research are to quantify the expected abilities of autonomous vehicles, to establish an expected timeline of integration within the greater transportation networks, and to examine what infrastructure changes are most beneficial for autonomous vehicles.
The capacities of autonomous vehicles are not yet quantified. The research should:
• Determine what types of roads are suitable for such vehicles.
• Examine safety for both drivers/passengers, and other users of the roadways, such as pedestrians and cyclists.
• Explore limitations, such as fog or extreme conditions.
• Establish a timeline for adoption. Since the technology is expected to change rapidly, current capabilities will change.
The infrastructure requirements for autonomous vehicles are greatly dependent on the capabilities of the vehicles. Nevertheless, certain changes can be expected to improve the safety and usefulness of the vehicles, such as:
• Repainting roadways to help the vehicles operate.
• Installing RFID that could communicate with the vehicles directly.
• Determining what challenges would face a mixed-stream road of autonomous vehicles and vehicles under driver operation.

Long-Term
Research Candidate Statement
Objectives

The proposed research will first develop a methodology that will allow dynamic changes to treatment plans. Then, the research must test the methodology, as well as identify and quantify cost savings benefits of using the methodology or tool.

Champions
This candidate currently has no champions

Methodology to Perform Dynamic Changes to Treatment Plans when Delays Occur

Treatment selection is related to treatment timing. An asset that is identified to have a particular treatment but the treatment, but the treatment is delayed can be improperly treated if the treatment is not reevaluated. If a more dynamic method for selection could be applied at the right time, the end results could be greatly improved, but a concrete methodology to accomplish this is lacking.

The proposed research will first develop a methodology that will allow dynamic changes to treatment plans. Then, the research must test the methodology, as well as identify and quantify cost savings benefits of using the methodology or tool.

Long-Term
Research Candidate Statement
Objectives

Research is needed addressing the question: “What are the organizational/cultural factors that were in place before and/or during implementation that created a successful TAM program?” Develop a guidebook to convey lessons learned. Key point: must use an organizational development or similar consulting firm. Not the usual suspects!

Champions
This candidate currently has no champions

Organizational and Cultural Factors for Successful TAM Implementation

State departments of transportation (DOTs) and other transportation agencies are challenged to deliver greater transportation asset management (TAM) performance – even as available resources are increasingly constrained. Agencies recognize that established business processes, organizational structures, technical methodologies, tools, and systems must adapt to meet these challenges. Agencies must increasingly pursue tailored solutions that consider a variety of perspectives and factors – and work in a more collaborative fashion. At the same time, decision processes are more open and desired outcomes are more likely to be measured and reported. Taken together, these dynamics elevate the challenge of effectively implementing TAM for DOTs and other government transportation agencies. As a result, the state of the practice is uneven: TAM is adopted in some organizations but not others, and in some organizations to a greater degree than others.

Research is needed addressing the question: “What are the organizational/cultural factors that were in place before and/or during implementation that created a successful TAM program?” Develop a guidebook to convey lessons learned. Key point: must use an organizational development or similar consulting firm. Not the usual suspects!

Long-Term
Research Candidate Statement
Objectives

This research will focus on understanding successful organizational models for TAM program so that guidance can be provided on how to improve organizational capacities. Two products are sought through this research: 1) Understanding of current organizational models for TAM programs 2) Catalog of possible organizational models for TAM programs that transportation agencies could consider for improving TAM capabilities.

Champions
This candidate currently has no champions

Organizational Models for Successful Transportation Asset Management Programs

As TAM tools and techniques advance, organizational capabilities in transportation agencies have to advance also to realize the benefits of asset management. Many organizational models and role types exist for TAM programs. People are an integral ingredient for realizing the positive outcomes that are possible with asset management. Transportation agencies today could use assistance in improving organizational capacity to adopt asset management benefits.

This research will focus on understanding successful organizational models for TAM program so that guidance can be provided on how to improve organizational capacities. Two products are sought through this research: 1) Understanding of current organizational models for TAM programs 2) Catalog of possible organizational models for TAM programs that transportation agencies could consider for improving TAM capabilities.

Long-Term
Research Candidate Statement
Objectives

Provide support to implement the data governance practices and processes recommended through NCHRP 08-115, Guidebook for Data and Information Systems for Transportation Asset Management.

Champions
Karuna Pujara | Maryland SHA
E-mail

Support Data Governance Implementation

• Recent NCHRP research products have documented data governance techniques and provided tools for agencies to assess their current data governance practices and identify strategies for improvement.
• NCHRP 08-115 (publication pending) included data governance as one of several foundational activities for improving use of data and information for transportation asset management. An NCHRP 20-44 proposal is in process to conduct pilot implementations of the guidance and assessment tool developed through that project, and produce supplemental guidance materials based on the pilots.
• Many DOTs are implementing data governance – through establishing governance bodies, defining data stewardship roles and putting standard processes in place. The AASHTO Data Management and Analytics Committee has established a Chief Data Officer (CDO) peer group to enable ongoing sharing of data governance practices.
• This project would build on the established base of prior and ongoing work on data governance. It would focus specifically on providing specific examples or models that can be applied to help advance asset management practice through data governance.

• Synthesis 508 Data Management and Governance Practices
• NCHRP Report 920 Management and Use of Data for Transportation Performance Management: Guide for Practitioners
• NCHRP Report 814 Data to Support Transportation Agency Business Needs
• NCHRP 20-44 (12) Building Capacity for Self-Assessment of Data Effectiveness for Agency Business Needs (new project)
• NCHRP 08-115 Guidebook for Data and Information Systems for Transportation Asset Management

Provide support to implement the data governance practices and processes recommended through NCHRP 08-115, Guidebook for Data and Information Systems for Transportation Asset Management.

Long-Term
Research Candidate Statement
Objectives

This research will focus on understanding TAM’s relationship to other transportation goals such as economic development, safety, environmental sustainability, mobility, and livability. Two products are sought through this research: 1) Framework for understanding the relationships between TAM and broad transportation goals. 2) Guidance on how to ensure TAM connectivity to broad transportation goals throughout the transportation decision-making cycle.

Champions
This candidate currently has no champions

Transportation Asset Management and Overall Transportation Management

The relationships between TAM and economic development, safety, mobility, etc. need to be better understood. This will help activities such and the connectivity between long range plans, transportation improvement programs, and transportation asset management plans. Research and evaluation of agency practice and results is required to consider how these agency activities and expenditures relate back to an agency’s goals and objectives. For example, how do system-wide goals for level of service and condition translate into individual project selection and asset management application? This research will focus on understanding the TAM relationships to broader transportation goals and how best to make the connections stronger from planning, programming, project delivery, to maintenance/operations.

This research will focus on understanding TAM’s relationship to other transportation goals such as economic development, safety, environmental sustainability, mobility, and livability. Two products are sought through this research: 1) Framework for understanding the relationships between TAM and broad transportation goals. 2) Guidance on how to ensure TAM connectivity to broad transportation goals throughout the transportation decision-making cycle.

Title Background and Problem Statements Objectives Proposed Research Activities Desired Products Notes and Considerations Funding Estimated Timeframe Category of Funding Status
AI and Deterioration Modeling

This research project would aim to develop a Primer or Guidance document to help agencies tasked with managing infrastructure (including pavement and bridges) to assess their current data, data collection processes, and data needs to best position them to be able to take advantage of burgeoning artificial intelligence techniques to develop increasingly accurate predictive models regarding their infrastructure.

The quality of data is extremely important – “garbage in, garbage out” - and quality of data in terms of accuracy and precision is already getting much needed attention. However, while many agencies are actively improving collection of accurate and more data, collection the right quality data for accurate and precise prediction requires an additional level of scrutiny.

Collection of more accurate and precise data will undoubtably increase the accuracy of predictions, accurate predictive modeling also relies on understanding the underlying variables that affect the predictions. For example, variables that might affect the structural deterioration (for instance in the next time period) of an infrastructure element such as a pavement management section, might include:
- Structure information such as layer thicknesses and materials
- Environmental conditions such as temperature means and variation, rainfall etc.
- Load information such as traffic and truck traffic
- Current condition such as current cracking, rutting and roughness information
- Current condition such as layer properties and structural strength
- Information on previous maintenance, rehabilitation and reconstruction actions

Similar attributes would be considered significant variables for deterioration prediction in bridges, and this would also apply to many other non-bridge, non-pavement types of infrastructure assets.

Statistical analysis of this type of data for predictive analysis purposes is not new and Analysis of Variance (ANOVA) techniques have been used in this area for decades. However, with the advent of automated data collection techniques and with the quantity of available data growing at a considerable rate (so called ‘Big Data’), various types of AI such as artificial neural networks (ANNs) and deep learning techniques, are beginning to supersede some of these traditional statistical techniques. The ‘training’ portions of these techniques will require accurate and repeatable data as well as information on significant variables.

In addition, one the most valuable aspects of AI is the ability these types of techniques to continuously learn and improve. In this respect, it is again very important for agencies to understand how this learning could be accomplished, not just initially but continuously over time, using processes that involve continuous updates (e.g. through crowd sourcing). Agencies would therefore benefit considerably by having guidance available to help them set up their data capture and governance techniques to best benefit from AI modeling, training and continuous learning in the future.

Ideally, an agency would collect data that has the necessary attributes to facilitate an AI analysis and have processes in place that would allow continuous learning such that predictive modeling for the agency would continue to be trained and improved as the AI continued to learn. The current reality is such that condition data that is being collected may not be easily utilized in an AI analysis. The consequence is that the complicated decision-making process that highway agency executives depend upon may not be producing the level of accuracy in condition and funding projections that is required to make funding decisions in their investment strategies.

Full NCHRP
Best Practices of Linking Required Planning/Performance Documents/Processes
Calculation of Maintenance Backlog
Cost Comparison of Doing Work Early on Assets
Developing a Robust Education, Training and Workforce Development Program for TAM and TPM

Better define the needs to 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

Development of Asset Class Strategies to Address the Lifecycle Capital and O&M Needs of Assets Synthesis
Development of Standard Methods for All-Hazards Risk and Resilience Analysis for Certain Vulnerabilities (e.g., Flooding, others)
Guide to Promote the Use of Performance-Based Decision Making in Maintenance
Impact of Incomplete/Missing Annual Pavement Condition Data and Proposed Mitigation Strategies

1. Evaluate the impacts of incomplete/missing annual pavement data collection to various aspects of agency asset and performance management, including technical considerations, such as network-level condition summary and performance forecast, maintenance, rehabilitation, and reconstruction decision-making, and condition deterioration and treatment improvement modeling.

2. Consider the effect of incomplete/missing data on the organization and processes, such as federal performance reporting and transportation asset management planning requirements, as well as impacts to other internal and external stakeholders and decision-making processes.

3. Analyze and derive recommendations on mitigation strategies that DOT could implement to minimize the impact of incomplete condition data.

Implementation of NCHRP 08-118: Risk Assessment Techniques for Transportation Asset Management Implementation
Implementation of NCHRP 08-129: Incorporating Resilience Concepts and Strategies in Transportation Planning Implementation
Implementation of NCHRP 23-06: A Guide to Computation and Use of System Level Valuation of Transportation Assets Implementation
Improve Asset Performance by Bundling Capital Projects

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

Full NCHRP
Integrating Risk and Resilience into the Performance Management Decision-Making Process
Keeping Inventory and Condition Data Up-to-Date

MAP-21 and the Fast Act jump started many agencies in attaining an inventory of infrastructure assets and transportation data. Now that the need for such extraction projects 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 to be generated. What level of extraction detail and frequency interval is needed to support pavement management systems (PMS) at both the state and local levels? How can the condition assessment be applied to the performance measures of both pavement and non-pavement assets? What types of automated asset inventory techniques are available to agencies for solicitation or collaboration? Finally, how are successful agencies tracking asset data annually or with each project and how can those best practices be share with the larger community?

• 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

Full NCHRP
Linking DOT Project Prioritization Process with TAM Project Selections with ROI
Real Option Methodology for Risk Assessment in Asset Management

The Real Option method allows infrastructure owners to evaluate the advantage of options that an infrastructure manager has over time. As time passes, a manager will have the ability to intervene as as an object may deteriorate at a faster rate than expected. Likewise, a manager may postpone a planned intervention if the condition is better than expected. In addition to the option to defer, a manager may have the option to expand or contract the infrastructure or the infrastructure network, as well as to shut it down temporarily, abandon it, grow it or switch it (de Neufville and Scholtes, 2011).

The options provide an owner with the flexibility adapting the infrastructure to uncertain future needs. Owners, thus, neither under-, nor overinvest and consequently minimize the risks of their decisions. The external factors affecting risk include weather events, condition development, system demands, funding and other critical variables. The methodology proposes a way to systematically analyse and define these uncertainties and make predictions taking the defined uncertainty fully into consideration.

Real option valuation is known using binomial lattices (a form of decision trees) and/or Brownian motion random walk algorithms. Infrastructure life-time net benefits can also be calculated by simulating the uncertainty using continuous Monte Carlo simulations. Using different stakeholders’ costs of different design alternatives and management strategies, the costs can be calculated over a large sample of potential futures. The methodology is able to address multiple levels of risk and weight them as necessary and thus make multi-objective, cross-asset investment decisions under uncertainty to best support the national goals identified in 23 USC 150(b).

The ultimate objective is to provide the decision-maker with tools that add value to the decision-making process and improve the robustness of the infrastructure network as a whole. In that sense, novel approaches for the evaluation of risk will be sought to capture the stochastic nature of interdependent infrastructure. A graph theory approach to evaluate criticality of network node failure as shown by Buldyrev and colleagues (2010) may prove interesting for the evaluation of consequences, and thus the real option value for the infrastructure, simulated by network programming methods.

The application and evaluation of a large sample of data and data simulations is computationally challenging. Furthermore, decision-making tools are urged to be simple and understandable. As big data may improve predictability and performance of models, strong emphasis must be laid on the usability of such models. In this project, it is suggested that particular focus will be on addressing these challenges with the outlook of combining big data and the model’s user interface design.

References:
Buldyrev, S. V., R. Parshani, G. Paul, H. E. Stanley and S. Havlin (2010) Catastrophic cascade of failures in interdependent networks, Nature, 464, 1025-1028.
de Neufville, R. and S. Scholtes (2011) Flexibility in Engineering Design, Engineering Systems, MIT Press, ISBN 978-0262297332.
Savage, S. (2012) The Flaw of Averages: Why we underestimate Risk in the face of Uncertainty, Wiley, ISBN 978-1118073759.
Prof. Dr. Rade Hajdin, July 2019

The ultimate objective is to provide the decision-maker with tools that add value to the decision-making process and improve the robustness of the infrastructure network as a whole. In that sense, novel approaches for the evaluation of risk will be sought to capture the stochastic nature of interdependent infrastructure. A graph theory approach to evaluate criticality of network node failure as shown by Buldyrev and colleagues (2010) may prove interesting for the evaluation of consequences, and thus the real option value for the infrastructure, simulated by network programming methods.

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

1. Evaluate current federal PM2 measures, both pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking) 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 (Ride Quality, Rutting, Faulting, and Cracking) 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 pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

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

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.

Socio-Economic Indicators in TAM Processes
Success and Best Practices using TAM to Overcome the Financial Challenges due to COVID
Upgrading and Maintaining Asset Data Governance Procedures to Support Standardization Across Agencies

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
Aligning the Organization for TAM

The focus of this research is to support a scan tour or peer exchange addressing organizational alignment for TAM. This falls into three distinct but equally necessary categories: a review of previous knowledge, a inter-agency gathering to assess differing organizational models and policies to TAM, and finally a report or summary of the findings.

As outlined above, the first component of the research is a literature and practice review, which should include:
• A Catalogue of Candidate Practices
• Template Organizational Charts that support comparison of alternative models

The inter-agency scan workshop must focus on bringing together agencies that can speak to distinct organizational models. The first step is to identify candidate agencies to participate in scan. Next, draft amplifying questions to guide discussion toward identification of what led to successful practices. Finally,
conduct the workshop and document results

The final summary report must document the findings of the workshop, such as successful practices in aligning organizations to support transportation asset management and linking operational activities to organizational structures.

Causes and Effects of Transportation Data Variability

• State departments of transportation (DOTs) and metropolitan planning organizations (MPOs) across the United States are required to establish performance targets as part of their asset management efforts. The target- setting requirements for transportation performance management (PM2) of pavement and bridge condition generally require agencies to consider three factors; the measured condition of the assets, expected deterioration over time and project level accomplishments. The measured condition of the asset is the ultimate measure of progress and an effective way for agencies to demonstrate that they are making progress as required by federal regulations.
• Research assessing the consistency of National Bridge Inventory (NBI) condition metrics has found variability between individual inspectors when inspecting “control bridges” for study. In other words, there is the potential for any given bridge inspector to assess the current condition of same bridge differently. This variability means that the conditions of bridge could improve in the absence of a project just by having a different inspector interpret the field condition differently. A similar potential exists for pavement condition assessments. This demonstrates the potential inconsistencies due to human interaction, but the same could be true of technologies if applied or calibrated differently across agencies.
• Pavement and bridge conditions rely on assessment methods that are subject to variability from one assessment to the next and from one assessor or one technology utilization to the next. This variability may occur in the absence of projects or significant field deterioration. This research project would attempt to evaluate the impact of condition assessment variability on agency wide target setting required for asset management.

The outcome from this effort will benefit quality assurance (QA) methods for data collection and inspection efforts, quantify the variability and sensitivity in target setting for DOTs, and help budget planning for asset inconsistencies.

• Review and summarize existing published research related to the
• consistency of field-assessed pavement and bridges whether based on human interaction or applied automation, and include a review of training programs associated with human and automated assessments. Additionally, review research on the impact of assessed condition variability on target setting.
• Review NBI and Highway Pavement Monitoring System (HPMS) submittals over multiple years to identify examples of spontaneous improvement or rapidly changing conditions from one assessment to the next and assess the sensitivity of condition assessment variability on target setting in transportation asset management.
• Develop a methodology and guidance manual to define the uncertainty associated with variability in condition assessment when setting asset management targets and provide means to rectify inconsistencies in the assessments when they appear.

• According to FHWA’s transportation performance management (TPM), the purpose of transportation asset management is to provide the most efficient investment of funds. This decision-making is being based on data that is subject to variability. Understanding and quantifying (if possible) the impact of data variability will allow federal, state, and local agencies to recognize the importance of data quality and how it might impact their ability to deliver projects and strive for the national transportation goals. The outcomes and benefits are:
o Showcase the importance of quality and consistent data collection methodology
o Tie the data to decision making and funding
o Evaluate the impact of condition assessment variability on agency wide target setting
o Highlight progress on 490.319(c) Data Quality Management Program
o Provide states and federal a baseline expectation for changes in annual variability in measures, failure to reach targets, and/or best practices to avoid data quality issues.

• Since the performance measures are consistently tied to specific data inputs, each state could use this research to understand the potential volatility in target setting and performance measures. The summary of best practices and pitfalls will also allow transportation agencies and vendors to improve inspection protocol. Testing of the data should be a part of the research, with a few select agencies comparing potentially the same data in a single year across multiple sources or reviewing the historic trends of individual data pints to highlight inconsistencies and the impact of those inconsistencies to overall measures and targets.
• This research would best be shared in an open forum or webinar so all agencies and consultants tasked with data management can obtain the information. The AASHTO Performance Management Committee should be interested in supporting this research to ensure that the performance measures produced by transportation agencies are of the highest quality.

400000 12 months Full NCHRP
Conduct Regional and National Peer Exchanges FHWA
Create Catalog of Condition Assessment Protocols

Document and provide examples of condition assessments for all types of assets.

Full NCHRP
Data visualization platforms and tools for statewide asset inventory data analysis and management
Develop TAM Big Data Case Studies

Create case studies addressing noteworthy applications of big data analytics to TAM.

This is a note test.

Full NCHRP
Incorporate Change Management into TAM Implementation

Develop a framework, recommended actions, and synthesis of noteworthy practices for agencies to use in incorporating change management strategies in TAM practice.

AASHTO Committee Support
Risk Analysis and Vulnerability Practices Across Transportation Agencies

This research should:
• Identify pertinent data sources, data types, as well as relevant collection and analysis methods employed by transit agencies.
• Provide a synthesis of examples or State of the Practice applications for MPOs/DOTs.
• Outline communication strategies to the relevant decision-makers.

The proposed research must consist of:
• An extensive literature search or survey of the current body of work.
• A survey of agencies’ practices and the cultural effects of those practices on both agency members and the general public.
• A series of webinars and/or workshops aimed at facilitating increasing knowledge regarding risk analysis practices in transportation
• A final report as well as an executive summary summarizing the findings of the various practices at different agencies, as well as the content of the webinars and/or workshops.

Synthesize Best Practices for Internal Staff Development

Synthesize best practices for workforce development and training in order to enhance the capabilities of a TAM team/staff or attract internal staff to become involved in TAM program/implementation.

Synthesis
System Level Asset Valuation

The objectives of this research are to examine methods for evaluation of system assets. Thorough research should:
• Identify international practices and determine how they can be applied in the US
• Better marry engineering and accounting in financial planning
• Demonstrate benefits through a case study (may be fictional)

The proposed research will have the following deliverables:
• A literature review, and well as a review of current practices.
• A tool to assess the functionality of the current practices of American agencies, as well as compare those practices to their overseas counterparts.

Assess Benefits Realized from TAM

• It’s difficult to communicate the value of an asset management approach to the public.
• In many cases agency leaders and stakeholders, including the public, may not see discernable benefits from TAM, reducing support for a preservation-focused investment strategy and/or improved systems and data required to support a TAM approach.
• Research has been performed in the past regarding how to calculate the return on investment (ROI) of TAM systems and how to communicate the value of preservation. Also, private sector entities use a separate set of approaches for evaluating the benefits of providing transportation as a concession.
• Additional research is needed to quantify the benefits of TAM generally, and incorporate consideration of other factors such as sustainability, equity, resilience, etc.

Develop a framework and guidance for calculating and communicating the overall benefit of improved asset management approaches to transportation agencies, transportation system users, and society of improved asset management approaches. The framework should address monetized benefits, as well as issues such as equity, sustainability, and resilience. Illustrate use of the framework and examples through a set of pilot studies of U.S. agencies.

• Literature and practice review
• Develop TAM benefit framework
• Prepare guidance for implementing the framework
• Perform a set of pilots to test and refine the guidance, as well as to help illustrate the benefits of TAM
• Provide updated examples of effective communication of TAM benefits
• Prepare a guidebook detailing the framework, guidance, pilots and communication examples.

• Guidebook for calculating and communicating the benefits of a TAM approach
• Spreadsheet or web-based tool transportation agencies can use to perform their own calculations following the guidance.

250000 18 months Full NCHRP
Comparison of ISO Framework and Legislative Requirements for Asset Management Plan

Identify linkage between ISO standards and MAP-21 TAMP requirements. Identify gaps or inconsistencies and propose solutions. The proposed solutions may include guidelines for agencies, research needs, modification to the standards, or agency specific standards that address agency specific needs.

The project will include at least the following tasks:
• Literature search of directly relevant standards
• Identification of gaps and issues between ISO standards and MAP-21 requirements
• Propose solutions, develop guidance, recommend modifications to standards
• Identify and report on several case studies

Develop Approaches for Corridor Planning and Allocation

• Asset conditions are typically determined currently in separate silos - leading to asset treatments that are applied on varied schedules by asset (pavement, bridges, culverts) even over the same corridor.
• Significant resources may be misallocated on treatments applied at the wrong time due to lack of coordinated corridor planning.
• Corridor planning can organize the asset treatments — while also looking at environmental issues, congestion, and safety
• There may be other issues such as operation needs in a corridor as well.
o “Project delivery” can be achieved more efficiently because projects are organized into a corridor delivery strategy. Projects can be peeled off as funding is available
o Public can be engaged all at once instead of multiple times for multiple projects.
o Minimize contractor costs

Develop guidance on an asset management corridor planning process to prioritize and schedule project delivery for cost effectiveness while also considering mobility/accessibility issues, drainage, and more.

• Conduct a review and evaluation of existing agency corridor planning processes with respect to transportation asset management
• Synthesize noteworthy practices in asset management corridor planning
o Identify potential case studies targeting specific corridor planning scenarios
o Develop a framework for corridor plans that can be applied for better asset management and resource allocation
• Conduct targeted stakeholder outreach (interviews or similar) to validate and further develop noteworthy practices and framework (consider whether research statement addresses inclusion of international practice)
• Develop asset management corridor planning guide outline and complete how-to guide
o Identify steps for agency necessary to address, for example: potential project areas; asset inventory/proposed treatment schedule; traffic volume/transit analysis; land use inventory and future land use; drainage issues; financial resources, schedule and coordination).
o Identify candidate case studies
• Drawing upon review and outreach efforts, develop 3-6 case studies for inclusion in the guide
• Plan and deliver three regional workshops to present guide and framework and advance corridor planning at DOTs/MPOs

• Asset management corridor planning how-to guide including case studies
• Workshops to introduce guide and advance corridor planning

350000 18 months Full NCHRP
Develop Methods to Allow Agencies to Incorporate Quantitative Risk Assessment at Project and Network Level

Managing risk is a critical component of asset management. On a day-to-day basis transportation asset managers spend much of their time responding to or mitigating a large number of risks, which may range from external events that damage transportation infrastructure to unplanned changes to budget or workloads resulting from unexpected events. Various recent and on-going research efforts aim to improve approaches for risk management for transportation agencies. However, most of these efforts treat risk management as a high-level activity. Further research is needed to develop quantitative, repeatable approaches at the appropriate staff level, to assessing and identifying the highest priority risks transportation agencies face in managing physical assets. This project aims to develop such approaches to assess risks (e.g., financial, strategic, operational, political, environmental, technological, social justice risks) and incorporate them into life cycle analysis and planning efforts.

The objectives of this research are to:
• Generate risk identification techniques to determine high risk threats at project and network levels,
• Develop quantitative, repeatable approaches for assessing likelihood and consequences for these threats,
• Develop visual, interactive characterization methods (e.g., dashboards) to reflect an agency’s level of risk and the effectiveness of proposed mitigation actions,
• Allow risk and resilience to be on par with traditional performance measures.

High risk threats to be studied include, but are not limited to, extreme events (e.g., earthquakes, fires, hurricanes, avalanches, tornadoes), asset failure (structural and operational), financial, strategic, political, environmental (e.g., sea level rise, flooding), technological, and social justice risks.

The final deliverables could include guidebook with a spreadsheet or a framework for assessing high risk threats and incorporating the results into TAM efforts. The guidebook should feature a comprehensive review of existing literature and current practice. It should present a standard definition of resilience as well as step-by-step instructions to develop models, methods, and metrics for estimating resilience of highway systems to high risk threats. Pilot studies should be conducted with select agencies to test the guidance and calculation procedures.

The target audience for the research results is asset management and risk-management champions at state and local government transportation agencies. The results of this project will potentially empower these individuals in convincing other decision makers in these agencies to take actions that not only align with traditional performance management objectives but also that result in lower risk and higher resilience for the whole transportation system. The results of this project can also be effective in communicating the rationale behind risk-based decisions to the general public. Due to legal implications of identifying and documenting risks, the research and final product should include advice on how to protect the agency from litigation if they cannot implement a recommended action.

Risk assessment is at the core of implementing a risk-based asset management approach. Therefore, FHWA and AASHTO view this as a subject of great importance. In addition, risk management cuts across all areas of a state DOT’s business and just about any AASHTO Committee and any state DOT and local agency could realize benefits from these research results.

450000 12-18 months Full NCHRP
Engage Stakeholders in TAM

Agencies have made progress in implementing TAM within their agencies. The impact of TAM will be much greater if stakeholders are engaged as a part of the decision-making and TAM approaches were collaborative for given geographic areas.

Develop communication tools and methodologies for engaging stakeholders in TAM program activities such as strategies development, performance management implementation, and budget development.

• Collect existing documentation of best practices related to TAM stakeholder engagement and communication
• Consider conducting a synthesis of practices used by agencies to communicate successfully the importance and value of TAM
• Package communication and other engagement resources from existing examples in a way that makes it possible for other agencies to use it for their stakeholder communication and engagement needs
• Assess the stages of maturity in communication and engagement and determine what actions and resources are most relevant to advance practice given current practices
• Develop guidance on when stakeholder engagement is important and what processes and products are most useful at each engagement opportunity
• Develop new resources that support the guidance

• Communication portfolio that allows asset owners/managers to draw on best practices from others during TAM program activities to engage stakeholders
• Stakeholder communication and engagement guidance

300000 18-24 months Full NCHRP
Evaluate Federal Measures and Metrics for Pavements

The Moving Ahead for Progress in the 21st Century (MAP-21) transportation bill established federal regulations that require each State Department of Transportation (DOT) to develop a Transportation Asset Management Plan (TAMP), and implement Performance Management. These regulations require all DOTs to utilize nationally defined performance measures for pavements on the National Highway System (NHS). These nationally defined performance measures (referred as PM2 hereafter) are aimed at providing nationally consistent metrics for DOTs to measure condition, establish targets, assess progress toward targets, and report on condition and performance. Furthermore, Federal measures provide the Federal Highway Administration (FHWA) the ability to better communicate a national performance story and to more reliably assess the impacts of Federal funding investments.
State DOTs are expected to use the information and data generated from these Federal measures to inform their transportation planning and programming decisions. However, State DOTs are finding discrepancies between pavement conditions from PM2 measures as compared to their internal, state-developed measures. This discrepancy hampers the adoption of the PM2 pavement measures as the primary input into condition summary reporting and pavement investment prioritization and decision-making. In other words, State DOTs do not have confidence in the Federal measures, primarily because these measures cannot be used to inform decision-making processes such as investment decisions. Furthermore, the resulting differences between state metric-determined and federal metric-determined network conditions creates confusion among the public, senior executive staff, and legislative bodies, along with non-DOT owners of NHS assets.
As mentioned before, FHWA needs to collect consistent Federal measures across all State DOTs to assess the impact of Federal funding investment at the national level. However, State DOTs have been collecting pavement performance data for decades and used this data to inform their pavement management systems and processes to address specific needs. Typically, the data collection processes cover state-owned pavements and not only NHS pavements, which brings another layer of inconsistency. For this reason, there is a need for more flexible metrics that can be aligned to performance measures currently used by State DOTs and support decision-making processes such as investment decisions.

The objective of this research is to:
1. Evaluate current federal pavement condition measures (Ride Quality, Rutting, Faulting, and Cracking), performance thresholds, and overall performance measure with respect to:
a. Consistency – across various pavement types, network designations, and lane configurations
b. Usefulness – in network-level pavement condition summary and asset management decision-making, prioritization, and forecasts; and
c. Alignment – with state established pavement condition metrics

2. Provide recommendations to improve existing measures and/or identify metrics that better reflect pavement failure mechanisms and 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. Evaluate pavement leading indicators as an alternative to the current version of the PM2.

3. Identify and address in detail specific challenges for each condition measure (Ride Quality, Rutting, Faulting, and Cracking) 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.) 4. Evaluate structural capacity indicators for potential consideration as a Federal measure.

Proposed research activities include:
1. Conduct outreach interviews to State DOTs and evaluate DOT publications (e.g TAMPs) to:
a. Capture current uses for federal and state-specific pavement condition metrics and their relative strengths and weakness with respect to identified network-level uses
b. Quantify the extent of the State DOTs’ differences with current federal pavement metrics
c. Capture alternative procedures states are using to determine and communicate pavement condition and/or failure as well as network-level decision-making
d. Source State DOT condition data sets, including corresponding state and federal ratings and network-level pavement maintenance recommendations

2. Conduct a comparative analysis between state and federal measures and determine the ability to utilize federal measures to replicate network-level decisions.

3. Evaluate alternative methods of federal measure with best practices of state measures to develop a list of alternative methods that could be used for pavement management measures and meet both State and Federal needs.

4. Provide summary and comparison of current vs. alternative methods with respect to evaluation criteria at national and individual state levels

5. Provide guidance on how to enhance the utility of current federal measures and/or condition thresholds and recommend revisions in a format useful to adoption into the HPMS Field Manual

Desired products include:
• Evaluation of federal measure with respect to consistency, usefulness, and alignment
• Guidance on how to increase the utility of current metrics and/or thresholds
• Recommendations for revised pavement condition metrics and/or thresholds
• Recommendations for updated HPMS Field Manual

This topic is of significant interest to AASHTO, TRB, and the DOTs, having ranked third amongst potential NCHRP topics in the recent TAM Research Prioritization conducted as part of the 2020 Mega Meeting of the AASHTO Subcommittee on Asset Management, in cooperation with the TRB Asset Management Committee (AJE30).
The following are organizations and contacts who may be interested in using the results of the research and supporting its dissemination:
• AASHTO Committee on Performance-based Management: Tim Henkel, Chair (Minnesota DOT, (651) 366-4829, [email protected]), Matt Hardy (AASHTO, (202) 624-3625, [email protected])
• AASHTO Subcommittee on Asset Management: Matt Haubrich, Chair (Iowa DOT, (515) 233-7902, [email protected])
• FHWA Office of Asset Management: Steve Gaj (FHWA, (202) 366-1336, [email protected]) Tim Henkel, TAM Expert Task Group Chair (see contact above)
• TRB Asset Management Committee (ABC40): Tim Henkel, Chair (see contact above)

500000 12-18 months Full NCHRP
Forecasting the Financial Needs for Transportation Assets – LCC Model

The objective for this research is to examine the costs and value associated with maintaining assets, and then to develop a usable model for forecasting the cost and value. Such a model must include, but not be limited to:
• A framework for quantitatively assessing the value of an asset that has been properly maintained.
• A tool for calculating the long-term costs of maintaining an asset, in line with industry standards for safety and reliability.
In addition to developing the model, the research should also establish guidance targeted at helping practitioners conduct forecasting analyses and communicate the results.

The proposed research will:
• Conduct a literature review, and well as a review of current practices.
• Develop a forecasting model for the costs and value of maintaining assets, as described in the objectives.
• Perform a series of pilots illustrating the effectiveness and usefulness of the model.
• Prepare a final report incorporating the guidance document and detailing the research performed as part of the project

Guidance for Tracking Critical Data Items to Reduce Asset Lifecycle Costs and Support Treatment Decisions

The proposed research will:

  • Identify and classify data items required to inform the maintenance and rehabilitation of different asset types.
  • Determine the degree of relevance/criticality of select data items towards treatment decisions.
  • Identify the level of detail required for asset management decisions at both the project and network level.
  • Construct sensitivity analyses between data elements and infrastructure performance to explore the relationships that exist between them. This would also justify which data items are worth investing more resources into in order to mitigate uncertainties in developing long-term infrastructure preservation plans.

The research plan should:

  1. Conduct a literature review of relevant studies and practice within the scope of the research problem.
  2. Conduct a survey of current practices by planning agencies and state departments of transportation (DOTs) on current data availabilities and their use for decision-making
  3. Perform an in-depth case studies involving the management and application of critical data items to support infrastructure management decisions, particularly around key assets such as pavements.
  4. Develop a consolidated list of data elements and the level of detail required to support treatment decisions.
  5. Propose a method to identify the data that are critical to predict the infrastructure performance. The method should include but not limited to the plan of data collection, data mining, data analysis, model development and validation process.

    References:

Guidance in the Development of Communication Plans and Asset Management

The focus of this research can be divided into three main categories. Firstly, prior information must be collected and organized. This is accomplished through:
• Case studies and examples of best practice
• Creating a synthesis of state’s best practices
The next step is to build tools that allow for better asset management marketing, such as:
• Communication, sales, and/or a media science application to help craft a way to tell the story
• Creating a marketing plan that can be used to educate and train
• Training to Speak a language that all can understand
• Communicating the secondary benefits of TAM
Finally, follow-ups of the methods must be conducted to measure efficacy. This could include examining:
• How effective are the marketing and communication? Is the message being received?
• How has public perception changed?

A developed and complete research plan must focus on the three main categories of research. There must be a review of international and domestic best practice. This should include relevant existing guides and past work, such as NCHRP 742: Communicating the Value of Preservation. Focus groups and piloting of stakeholders should be formed to do media/communicate/develop sales techniques to frame topics to best to change minds
After these focus groups, a tool kit should be developed that addresses a multi-level audience. Finally, follow-ups should assess the effectiveness of the marketing plans or communication skills, and monitor techniques for continuous improvement.

Guideline for Cross-Jurisdictional Asset Data Integration

The research should focus of two primary areas of focus. The researchers must develop a guidebook for data integration across jurisdictional lines, as well as review the existing standards for civil data. This could include projects such as Civil Integrated Management (CIM) and the researchers must document the positive and negative ramifications of the various standards.

The research plan must consist of:
• A thorough and comprehensive review of existing standards. Due to the nature of integrating data across various platforms, all the types of data management must be well accounted for to ensure proper integration.
• Developing a guidebook. This should be the primary tool that an end user would utilize to determine how to best integrate their data across jurisdictions.
• Planning a pilot program. Ideally, a pilot program would be implemented and then analyzed for success, but at a minimum, a comprehensive plan for an initial test of the data integration framework must be completed.

How to Recruit, Train and Maintain a TAM Staff

The primary focus of this research is, at a most basic level, to help agencies strengthen their work force. This should be accomplished by researching areas where:
• Agencies lack a comprehensive list of necessary skills for a given position
• Agencies lack a comprehensive list of which positions are most critical to keep fully staffed. In an era of shrinking budgets, effectively prioritizing hiring decisions is crucial.
• There is a gap in knowledge regarding existing certifications.

The research plan for this project must include, but need not be limited to:
• A complete review of existing certifications.
• Completing competencies
• Developing position descriptions for use when advertising vacant positions
All of this data should be compiled in a detailed report, as well as a succinct executive summary that is accessible to all decision-makers.

Improving Asset Inventory and Reducing Lifecycle Costs through Improved Asset Tracking

The proposed research will:
• Evaluate various technologies for tagging and tracking assets and capturing asset history. Each proposed tracking technology should be evaluated for various factors, such as cost, ease of use, efficacy, and time required to implement.
• Create a standard for transportation asset tagging and tracking that can be used intermodally and across agencies.
• Develop a business case to demonstrate the lifecycle savings that can be achieved by transportation entities. This case study may be fictional if a suitable real-world example cannot be identified due to the new nature of the technologies.

The research plan should:
• Evaluate current technologies for the various criteria that denote a usable solution for assent inventory and tracking
• Propose fit-for-use of technology type by asset class. A single technology may not be suitable for all classes of assets, so categorizing
• Establish policies and protocols for capturing asset data
• Develop lifecycle costing models for use of asset tracking/ tagging technologies

Infrastructure Needs for Autonomous Vehicles

The objectives of this research are to quantify the expected abilities of autonomous vehicles, to establish an expected timeline of integration within the greater transportation networks, and to examine what infrastructure changes are most beneficial for autonomous vehicles.
The capacities of autonomous vehicles are not yet quantified. The research should:
• Determine what types of roads are suitable for such vehicles.
• Examine safety for both drivers/passengers, and other users of the roadways, such as pedestrians and cyclists.
• Explore limitations, such as fog or extreme conditions.
• Establish a timeline for adoption. Since the technology is expected to change rapidly, current capabilities will change.
The infrastructure requirements for autonomous vehicles are greatly dependent on the capabilities of the vehicles. Nevertheless, certain changes can be expected to improve the safety and usefulness of the vehicles, such as:
• Repainting roadways to help the vehicles operate.
• Installing RFID that could communicate with the vehicles directly.
• Determining what challenges would face a mixed-stream road of autonomous vehicles and vehicles under driver operation.

Research into this area requires surveying all the major players involved in the development and implementation of autonomous vehicles.
• Survey of industry on current and future plans and timeline to implementation, as well as quantifying the current and future capacities of their vehicles.
• Survey DOTs to determine capabilities and gaps in the existing infrastructure.
• Survey of industry on what changes to the road networks would have the greatest impact of ease of implementation and safety of autonomous vehicles.
After the surveys are completed, a conference with the players would validate the findings of the surveys, and generate a report as well as an executive summary.

Methodology to Perform Dynamic Changes to Treatment Plans when Delays Occur

The proposed research will first develop a methodology that will allow dynamic changes to treatment plans. Then, the research must test the methodology, as well as identify and quantify cost savings benefits of using the methodology or tool.

The research plan should:
• Contain a literature review- focused on treatment timing, methodology, and successful dynamic processes
• Select the promising methods to test using the proposed methodology
• Quantify benefits and cost benefits of the different methods

Organizational and Cultural Factors for Successful TAM Implementation

Research is needed addressing the question: “What are the organizational/cultural factors that were in place before and/or during implementation that created a successful TAM program?” Develop a guidebook to convey lessons learned. Key point: must use an organizational development or similar consulting firm. Not the usual suspects!

The proposed research be composed of the following components:
• Conduct a literature/practice review of the relevant information
• Identify organizational practices and determine how they can be generalized to support guidance
• Develop guidance for agencies
• Demonstrate/evaluate guidance through at least one case study
• Produce a final report including an accessible executive summary

Organizational Models for Successful Transportation Asset Management Programs

This research will focus on understanding successful organizational models for TAM program so that guidance can be provided on how to improve organizational capacities. Two products are sought through this research: 1) Understanding of current organizational models for TAM programs 2) Catalog of possible organizational models for TAM programs that transportation agencies could consider for improving TAM capabilities.

As part of this research, the contractor will research domestic and international models for TAM program organizations and develop a set of models that represent the various approaches. These models should be described in sufficient detail with diagrams for DOTs to use to improve TAM program organizations. The contractor will work in cooperation with the project panel in identifying the best organizational models for TAM programs that an agency should consider when seeking improvements for their TAM programs. Based on this interaction with and feedback from the panel, the contractor will define at a minimum four distinct organizational models for TAM programs. These models need to be described in sufficient detail with diagrams and key role descriptions. Other issues that should be considered include the following: (1) How to balance accountability versus collaboration; and (2) how would you measure the effectiveness of one model versus another?

Support Data Governance Implementation

• Recent NCHRP research products have documented data governance techniques and provided tools for agencies to assess their current data governance practices and identify strategies for improvement.
• NCHRP 08-115 (publication pending) included data governance as one of several foundational activities for improving use of data and information for transportation asset management. An NCHRP 20-44 proposal is in process to conduct pilot implementations of the guidance and assessment tool developed through that project, and produce supplemental guidance materials based on the pilots.
• Many DOTs are implementing data governance – through establishing governance bodies, defining data stewardship roles and putting standard processes in place. The AASHTO Data Management and Analytics Committee has established a Chief Data Officer (CDO) peer group to enable ongoing sharing of data governance practices.
• This project would build on the established base of prior and ongoing work on data governance. It would focus specifically on providing specific examples or models that can be applied to help advance asset management practice through data governance.

Provide support to implement the data governance practices and processes recommended through NCHRP 08-115, Guidebook for Data and Information Systems for Transportation Asset Management.

• Conduct outreach to identify implemented examples of transferable TAM-related data governance practices. These might include:
o role/responsibility descriptions for asset data stewards and asset management system owners,
o charters for TAM advisory bodies or governance groups,
o asset data-related policies or guidance documents,
o flowcharts or process descriptions for initiating new asset data collection efforts,
o work products related to establishment of data glossaries, catalogs or standards,
o asset data quality management plans or process descriptions, and
o asset data MOUs or agreements.
• Conduct a series of follow-up interviews to document the processes by which each of the identified examples were developed, and to seek permission for sharing the examples.
• Make the documented examples accessible (via the AASHTO TAM Portal and/or the AASHTO Data Management and Analytics Committee website)
• Conduct a webinar highlighting selected examples – featuring the DOT staff who were involved in their implementation.
• Recommend an ongoing mechanism for periodically refreshing the body of examples collected through this effort.

• Library of documented examples
• Webinar slides and recording
• Recommended approach for ongoing updates to the body of examples

150000 12 months Implementation
Transportation Asset Management and Overall Transportation Management

This research will focus on understanding TAM’s relationship to other transportation goals such as economic development, safety, environmental sustainability, mobility, and livability. Two products are sought through this research: 1) Framework for understanding the relationships between TAM and broad transportation goals. 2) Guidance on how to ensure TAM connectivity to broad transportation goals throughout the transportation decision-making cycle.

As part of this research, the contractor will research domestic and international frameworks for TAM’s relationships with broad transportation goals. These frameworks should be described in sufficient detail with visuals aids to communicate these relationships. The contractor will work in cooperation with the project panel in identifying the best framework for communicating the relationship between TAM and broad transportation goals. Based on this interaction with and feedback from the panel, the contractor will then develop guidance on how these relationships can more explicitly be used during the planning, programming, project delivery, and maintenance/operations process to maximize TAM benefits. Other issues that should be considered include the following: (1) What are the performance measures for understanding the relationships; and (2) are there quantitative ways to demonstrate how these relationships can be influenced?

Programmed Projects

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: Full NCHRP
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 Projects

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: Full NCHRP
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: $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.


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: Full NCHRP
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: $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: $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.