Title | Background and Problem Statements | Objectives | Proposed Research Activities | Desired Products | Notes and Considerations | Funding | Estimated Timeframe | Category of Funding | Status |
Data visualization platforms and tools for statewide asset inventory data analysis and management | |||||||||
Development of Asset Class Strategies to Address the Lifecycle Capital and O&M Needs of Assets | Synthesis | ||||||||
Success and Best Practices using TAM to Overcome the Financial Challenges due to COVID | |||||||||
Linking DOT Project Prioritization Process with TAM Project Selections with ROI | |||||||||
Calculation of Maintenance Backlog | |||||||||
Cost Comparison of Doing Work Early on Assets | |||||||||
Socio-Economic Indicators in TAM Processes | |||||||||
Best Practices of Linking Required Planning/Performance Documents/Processes | |||||||||
Upgrading and Maintaining Asset Data Governance Procedures to Support Standardization Across Agencies | TRB Research Ideas – Data Quality/Standardization TRB Research Ideas – Data Governance |
Full NCHRP | |||||||
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. |
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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: |
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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 | ||||||||
Development of Standard Methods for All-Hazards Risk and Resilience Analysis for Certain Vulnerabilities (e.g., Flooding, others) | |||||||||
Integrating Risk and Resilience into the Performance Management Decision-Making Process | |||||||||
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. |
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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. |
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Improved TAM Approaches for Aligning Network and Project Level Decisions Across Asset Classes | The goal of this research is two-fold: to provide guidance on how transportation agencies can best use existing management systems and tools to integrate network and project-level analysis and provide a framework for an improve asset modeling approach that better integrates the project and network levels incorporating multiple asset types and consideration of multiple objectives. The research is intended to be of immediate value in helping transportation agencies better comply with Federal requirements to set performance targets and develop asset management plans. Also, it will help agencies to extend asset management approaches to additional systems and assets, besides the NHS pavement and bridge assets addressed through the Federal regulations. In addition, the research will help define improved approaches for asset management models for public agencies, researchers and system developers to use in developing the next generation of asset management systems. |
Accomplishing these objectives will require:
Urgency and Potential BenefitsThe proposed research will help transportation agencies better respond to recently-adopted Federal requirements related to asset management. Over time the research will help transportation agencies develop more accurate performance targets and TAM plans, as well as help agencies better incorporate best practices in TAM in their business processes. Also, the research will help define transportation agency’s needs for improved future asset management systems and models, lowering the cost and shortening the development time required for the industry to develop the next generation of asset management systems. Implementation PlanningThe target audience for the research findings and products of this work will be State DOTs, MPOs, transit agencies, and other transportation agencies, as well as researchers and engineering staff involved in transportation. The key decision-makers who can approve, influence, or champion implementation of these research products are the senior staff and CEOs of the transportation agencies. The AASHTO committees that will be involved in the adoption and implementation of the results will be the AASHTO Committee on Planning and its subcommittees on Asset Management. Literature Search SummaryThe proposed research is intended to build upon previous research related to developing asset management analytical approaches, including:
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Full NCHRP | ||||||
Risk Analysis and Vulnerability Practices Across Transportation Agencies | This research should: |
The proposed research must consist of: |
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System Level Asset Valuation | The objectives of this research are to examine methods for evaluation of system assets. Thorough research should: |
The proposed research will have the following deliverables: |
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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: 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, 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. |
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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: |
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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? |
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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? |
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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: |
The proposed research will: |
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Improving Asset Inventory and Reducing Lifecycle Costs through Improved Asset Tracking | The proposed research will: |
The research plan should: |
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Guidance for Tracking Critical Data Items to Reduce Asset Lifecycle Costs and Support Treatment Decisions | The proposed research will:
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The research plan should:
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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: |
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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: |
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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: |
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 |
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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. |
Research into this area requires surveying all the major players involved in the development and implementation of autonomous vehicles. |
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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: |
The research plan for this project must include, but need not be limited to: |
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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: |
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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. This project proposes the establishment of a community of practice for asset management data collection rather than the creation of a traditional research report. |
Full NCHRP | ||||||
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: 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 | ||||||
Guide to Promote the Use of Performance-Based Decision Making in Maintenance | |||||||||
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: |
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. |
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Conduct Regional and National Peer Exchanges | FHWA | ||||||||
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 | |||||||
Create Catalog of Condition Assessment Protocols | Document and provide examples of condition assessments for all types of assets. |
Full NCHRP | |||||||
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 | ||||||
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 | |||||||
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 | |||||||
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. |
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 |
• Asset management corridor planning how-to guide including case studies |
350000 | 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 |
• Communication portfolio that allows asset owners/managers to draw on best practices from others during TAM program activities to engage stakeholders |
300000 | 18-24 months | Full NCHRP | ||
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. |
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: |
• Library of documented examples |
150000 | 12 months | Implementation | ||
Assess Benefits Realized from TAM | • It’s difficult to communicate the value of an asset management approach to the public. |
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 |
• Guidebook for calculating and communicating the benefits of a TAM approach |
250000 | 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: 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 | |||
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. |
The objective of this research is to: 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 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: 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: |
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). |
500000 | 12-18 months | Full NCHRP | |
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. |
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 |
• 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: |
• 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. |
400000 | 12 months | Full NCHRP |