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Showing 1486 projects and candidate statements.

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Guidebook for Managing Small Airports - Second Edition

Research Project

Description

This guide assists owners, operators, and managers of small airports as they navigate their responsibilities in safety, security, finances, contracts, noise impacts, maintenance, community relations, and federal or state obligations.


Project Number

ACRP Project 01-32

Background & Problem Statement

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Anticipated Start Date

August 18, 2016

Anticipated Completion Date

April 30, 2018

Guidebook for Managing Data from Emerging Technologies for Transportation

Research Project

Description

As new technologies are developed in the field of transportation, agencies have the opportunity to collect more data than ever before. In this report, agencies are introduced to an eight step framework for managing this new big data and incorporating it into asset management. The eight steps start with gaining an understanding of big data, then walk through the process for piloting a big data test environment. The steps end with demonstrating the value of the data to other business units and executives and set up a formal storage environment. Supporting this report are several additional tools, including a data management capability self-assessment, a catalog tool, and more information on data governance.


Project Number

NCHRP Project 08-116

Background & Problem Statement

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

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

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

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

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


Objectives

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


Proposed Research Activities

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Notes & Considerations

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Funding

400000

Project Source

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Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

April 24, 2018

Anticipated Completion Date

October 21, 2020

Use of Weigh-in-Motion Data for Pavement, Bridge, Weight Enforcement, and Freight Logistics Application

Research Project

Description

Most U.S. state departments of transportation (DOTs) are collecting weigh-in-motion data with a wide variety of sensor types and using them in a variety of applications. Many agencies use WIM data to aid in pavement design, although most are not currently using a Pavement ME (mechanistic-empirical) Design application. WIM for bridge and asset management purposes is used much less often.


Project Number

NCHRP Synthesis 20-05/Topic 50-03

Background & Problem Statement

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


Objectives

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Notes & Considerations

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Funding

45000

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External Link


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Anticipated Completion Date

May 4, 2020

Equity Analysis in Regional Transportation Planning Processes, Volume 1: Guide

Research Project

Description

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


Project Number

TCRP Project H-54

Background & Problem Statement

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


Objectives

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Notes & Considerations

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Funding

300000

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Anticipated Completion Date

June 30, 2019

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Performance Metrics for Public–Private Partnerships

Research Project

Description

Public–private partnerships (P3) allow public transportation agencies to attract private financing to deliver needed highway infrastructure and not have to wait until the required funding is fully in place via traditional state and federal sources.

The TRB National Cooperative Highway Research Program's NCHRP Synthesis 563: Performance Metrics for Public–Private Partnerships documents key performance metrics used in various long-term P3 contracts for the delivery of highway projects, including services by Departments of Transportation (DOTs).


Project Number

NCHRP Synthesis 20-05/Topic 51-19

Background & Problem Statement

This field has not yet been completed.

Objectives

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Notes & Considerations

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Funding

45000

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Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

October 1, 2019

Anticipated Completion Date

May 5, 2021

Minutes Matter: A Bus Transit Service Reliability Guidebook

Research Project

Description

The Transit Capacity and Quality of Service Manual (TCQSM) lists the following factors as influencing reliability: traffic conditions and road construction; vehicle and maintenance quality; vehicle and staff availability; transit preferential treatments; schedule achievability; evenness of passenger demand; variations in bus operator experience; wheelchair lift and ramp usage; route length and the number of stops; and operations control strategies. Weather—particularly snow and extreme temperatures—also plays a role. These factors have been addressed individually by research to some degree—for example, operations control strategies, scheduling, bus operator experience, route length, and applications of Automatic Vehicle Location and other technologies—but there is no comprehensive research that addresses all these factors in combination. Bus service reliability is a key quality-of-service issue for passengers, an important driver of bus operations costs for transit agencies, and a health and safety issue for bus operators. From the passenger point of view, unreliable service means that customers must allow extra time for their trip to make sure they arrive at their destination by a particular time—minimizing lost time that could otherwise have been used more productively. Although a typical rule of thumb is that passengers perceive wait time as being twice as onerous as in-vehicle time, recent research indicates that transit passengers perceive unexpected wait time as being 3 to 5 times as onerous as in-vehicle time. In contrast, automobile travelers value travel time unreliability (i.e., unexpected delay) at approximately the same level that they value travel time, suggesting that transit service is at a competitive disadvantage with the automobile with respect to unreliable travel times. From the transit agency point of view, travel time variability impacts a route’s cycle time and, ultimately, operating cost. Poor reliability (or unreliability) can increase labor costs. In a best-case scenario, reduced cycle time resulting from reduced travel time variability allows a bus to be removed from a route while maintaining scheduled headways. Conversely, if reliability issues are not addressed, a transit agency eventually needs to add buses to a route (increasing costs) or decrease bus frequency. From the bus operator point of view, unreliable service can lead to adverse effects such as increased assaults, operator fatigue, and fewer opportunities to use facilities. This condition may result in lost time, directly affecting operator availability and, ultimately, service reliability. Research is needed to develop guidance on measuring and valuing (a) reliability from the passenger, operator, and agency points of view; (b) the effects of potential operational, technological, and physical measures to improve reliability in particular situations; and (c) the potential benefits and costs of those actions. Accurately estimating the benefits of reliability-improvement measures is necessary for transit agencies, both to gain the acceptance of roadway-owning agencies to implement certain treatments (e.g., bus stop relocation or removal, traffic signal priority, queue jumps, street maintenance) and to compete for scarce transportation funds to implement improvements on a large scale (e.g., along an entire route or throughout a city). A guide on improving bus transit reliability would identify cost-effective techniques for improving bus reliability, thereby helping to improve ridership and provide more cost-efficient bus service.


Project Number

TCRP Project A-42

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

250000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

December 31, 2018

Planning and Implementing Multimodal, Integrated Corridor Management: Guidebook

Research Project

Description

NCHRP Web-Only Document 287: Planning and Implementing Multimodal, Integrated Corridor Management: Guidebook, provides an overview of current recommended practices and outlines critical components for the planning, design, development, operation, and maintenance of an Integrated Corridor Management (ICM) system. ICM is an operational concept that seeks to reduce congestion and improve performance by maximizing the use of available multimodal capacity across a corridor, including highways, arterial roads, and transit systems.


Project Number

NCHRP Project 03-131

Background & Problem Statement

This field has not yet been completed.

Objectives

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Desired Products

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Notes & Considerations

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Funding

499306

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

June 5, 2020

Incorporating Freight, Transit, and Incident Response Stakeholders into Integrated Corridor Management (ICM): Processes and Strategies for Implementation

Research Project

Description

Integrated corridor management (ICM) is a relatively new congestion management approach that has been gaining interest for its potential to mitigate congestion with few changes to the existing transportation infrastructure. The primary objective of any ICM system is to coordinate the assets and expertise of multiple stakeholders rather than have each one respond to related issues independently. By integrating the management and operations of the corridor system, the complete corridor infrastructure may be better utilized, thus resulting in improved travel conditions in the target network. A major goal of ICM is to optimize safety and mobility. Available capacity and utilization of the transportation network space is critical, especially during periods of high congestion. Each mode (freight, transit and highway), may or may not have available capacity. Research is needed on ICM techniques to support efficient use and balance demand on the multimodal network.


Project Number

NCHRP Project 03-121

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

This field has not yet been completed.

Desired Products

This field has not yet been completed.

Notes & Considerations

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Funding

400000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

July 5, 2018

Security 101: A Physical & Cyber Security Primer for Transportation Agencies

Research Project

Description

In 2012, the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM) adopted TRB’s National Cooperative Highway Research Program (NCHRP) Report 525, Vol. 14: Security 101: A Physical Security Primer for Transportation Agencies (available at http://www.trb.org/Publications/Blurbs/162394.aspx). As stated in NCHRP Report 525, Vol. 14, Security 101 “provides transportation managers and employees with an introductory-level reference document to enhance their working knowledge of security concepts, guidelines, definitions, and standards. This is a document for use primarily by those who are neither security professionals nor well versed in security language. There are many types of security: personal, cyber, document, information, operations, personnel, infrastructure, etc. The document adopted in 2012 focuses on physical security, the part of security concerned with measures and concepts designed to (1) safeguard personnel; (2) prevent unauthorized access to equipment, installations, materiel, and documents; and (3) safeguard equipment, installations, materiel, and documents against espionage, sabotage, damage, and theft. “Physical security is integral to an all-hazards approach to preparedness. As such, the report adopted in 2012 covers the major components of an effective security program at the conceptual level, including risk management and risk assessment, plans and strategies, physical security countermeasures, security personnel and other personnel, infrastructure protection, and homeland security. The primer can be used as an introduction to the extensive literature and additional sources of information identified in the appendixes; however, readers are reminded that plans need to be tested through exercises to ensure adequacy and to reinforce roles and responsibilities.”


Project Number

NCHRP Project 20-59(51)A

Background & Problem Statement

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


Objectives

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


Proposed Research Activities

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Notes & Considerations

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Funding

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Project Source

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External Link


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

March 31, 2018

A Guide to Emergency Management at State Transportation Agencies (NCHRP Research Report 931)

Research Project

Description

In 2012, the AASHTO Special Committee on Transportation Security and Emergency Management (SCOTSEM) adopted TRB’s National Cooperative Highway Research Program (NCHRP) Report 525, Vol. 16: A Guide to Emergency Response Planning at State Transportation Agencies (the 2010 Guide, available at http://www.trb.org/Main/Blurbs/164691.aspx). The 2010 Guide is designed to help executive management and emergency response planners at state transportation agencies as they and their local and regional counterparts assess their respective emergency response plans and identify areas needing improvement. The 2010 Guide reflects accepted practices in emergency response planning and incorporates advances made over the previous decade in Traffic Incident Management (TIM), Emergency Transportation Operations (ETO), and supporting programs.


Project Number

NCHRP 20-59(51)B

Background & Problem Statement

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


Objectives

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


Proposed Research Activities

This field has not yet been completed.

Desired Products

This field has not yet been completed.

Notes & Considerations

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Funding

100000

Project Source

This field has not yet been completed.


Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

February 3, 2016

Anticipated Completion Date

September 30, 2017

A Pandemic Playbook for Transportation Agencies

Research Project

Description

NCHRP Research Report 931: A Guide to Emergency Management at State Transportation Agencies, was recently published. Several emergency management courses and generic planning templates are currently available to transportation emergency managers at airports, transit agencies, and state departments of transportation (DOTs), including NCHRP Report 525, Surface Transportation Security, Volume. 16: A Guide to Emergency Response Planning at State Transportation Agencies (2010). Those, together with federal guidance promulgated through Incident Command System/National Incident Management System/Homeland Security Exercise and Evaluation Program (ICS/NIMS/HSEEP) doctrine, are necessary, but not sufficient, for ready implementation.


Project Number

NCHRP 20-116

Background & Problem Statement

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

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


Objectives

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


Proposed Research Activities

This field has not yet been completed.

Desired Products

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Notes & Considerations

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Funding

800000

Project Source

This field has not yet been completed.


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

July 27, 2022

ACRP Project 09-15 BIM Beyond Design Guidebook (ACRP Research Report 214)

Research Project

Description

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


Project Number

ACRP Project 09-15

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

This field has not yet been completed.

Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

400000

Project Source

This field has not yet been completed.


Estimated Timeframe

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Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

August 2, 2019

Research Project

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Prolonging the Life of Road Assets Under Increasing Demand: A Framework and Tools for Informing the Development and Justification of Asset Preservation and Renewal

Research Project

Description

This report provides an evaluation framework, practices and supporting tools for evaluating road preservation and renewal treatment options for predominantly sprayed seal flexible pavements.


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Fix It, Sign It, or Close It: State of Good Repair in an Era of Budget Constraints

Research Project

Description

The condition of the transportation infrastructure in the United States is an issue of national importance. State Departments of Transportation (DOTs) and transit agencies are facing tough choices with limited finances. These transportation agencies are having to make decisions about how and when to keep the assets safely open to the public. Transportation agencies that are recipients of federal formula grant dollars may need the funding agency to be involved in any decision to repair the asset(s) or whether to improve, rebuild, or close them.

Research is needed on the legal ramifications to transportation agencies that are faced with deciding whether to repair, improve, or rebuild assets that are in poor repair.


Project Number

TCRP J-05/Topic 18-05

Background & Problem Statement

The condition of the transportation infrastructure in the United States is an issue of national importance. State Departments of Transportation (DOTs) and transit agencies are facing tough choices with limited finances. These transportation agencies are having to make decisions about how and when to keep the assets safely open to the public. Transportation agencies that are recipients of federal formula grant dollars may need the funding agency to be involved in any decision to repair the asset(s) or whether to improve, rebuild, or close them.

Research is needed on the legal ramifications to transportation agencies that are faced with deciding whether to repair, improve, or rebuild assets that are in poor repair.


Objectives

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

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


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Funding

50000

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Anticipated Start Date

January 21, 2019

Anticipated Completion Date

January 28, 2020

Lessons Learned and Impacts to Date of State DOT Implementation of New Federal Transit Asset Management and Public Transportation Agency Safety Requirements

Research Project

Description

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Project Number

NCHRP 20-65/Task 77

Background & Problem Statement

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


Objectives

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


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Funding

100000

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External Link


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20

Anticipated Start Date

April 26, 2019

Anticipated Completion Date

January 30, 2021

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A Guide to Computation and Use of System Level Valuation of Transportation Assets

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 23-06

Background & Problem Statement

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

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


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.


Proposed Research Activities

The research should result in at least the following deliverable products and milestones:
• Interim Report 1 (IR1) presenting a critical review of (a) current practices in use for valuation of transportation assets in public and private sectors, in the United States and internationally, with particular attention to terminology, asset classes for which values are estimated, definitions of asset value, and methods used for estimating values; (b) key regulations, guides, and other publications that establish standards for how asset values are to be estimated or appraised and reported; and (c) how state transportation agencies and others currently use asset value in systemwide asset management, other resource allocation decision-making, and communication with stakeholders.
• Interim Report 2 (IR2) presenting (a) an annotated outline of the guidebook; (b) data and information an agency will need to utilize asset valuation as a factor in resource allocation decision-making; (c) a framework characterizing the valuation methods, users and other audiences for valuation methods, and system-level resource allocation decision-making situations or applications in which asset values are useful, for example, investment planning, maintenance budgeting, lifecycle management, and presentations for public discussion; (d) an analysis of the advantages and shortcomings of the valuation methods as factors to be considered in resource allocation decision-making; and (e) a capability-maturity model that an agency can use to characterize its valuation practices and needs and strategies for improvement.
• Interim Report 3 (IR3) describing (a) advice to agencies on incorporating valuation estimates into the agency’s asset management practices, and (b) a proposed plan for validation of the guidebook’s organization and methods in a selected group of state transportation agencies.
• The guidebook described by the project's objective.


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

600000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

16 months

Anticipated Start Date

July 9, 2020

Anticipated Completion Date

November 19, 2021

Effective Methods for Setting Transportation Performance Targets

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 23-07

Background & Problem Statement

In 2012, the Moving Ahead for Progress in the 21st Century Act (MAP-21) established national performance management requirements for state departments of transportation (DOTs). Successive legislation, regulation, and guidance have reinforced these requirements in the Transportation Performance Management (TPM) framework, with its seven national performance goals and related performance measures within three measure areas: safety (PM1); pavement and bridge condition (PM2); and travel time reliability, congestion, and emissions (PM3). State DOTs are required to establish performance targets for each performance measure and to regularly report on progress towards meeting those targets. In addition, some states have developed additional, non-TPM measures and targets to manage their safety, asset management, system performance, and other program areas.

Performance targets can be established using quantitative or qualitative methods, or some combination of both methods. For example, a quantitative method could use historical data to project a trend line. A qualitative method may establish a target based on factors such as agency leadership priorities. An example of a combined approach is adjusting trend data for fatalities and serious injuries with stakeholder perspectives to establish a Vision Zero safety target. Combined approaches can also be risk-based; a state DOT may adjust projections to account for funding scenarios or uncertainty in the capacity of the state DOT and/or partner agencies to deliver the planned program. Additionally, some targets may be defined by state statute. Any of these methods can result in a target that reflects a desired outcome and allows for ongoing evaluation of progress towards attaining the target using performance-based decision making and performance reporting.

However, establishing targets presents a number of challenges. Reliance on historical trend data can result in a target that cannot account for unforeseen events, such as severe weather that significantly increases winter maintenance costs or macroeconomic factors that affect transportation funding. These events require a state DOT to adjust their program, reallocating resources in ways that can affect progress towards a target. Some challenges are more technical in nature. For example, state DOT understanding and interpretation of federal guidance on calculation procedures has periodically changed, such as how to round calculated values or how to handle overlapping Traffic Management Channel (TMC) segments or segments that are only partly on the National Highway System (NHS). These changes in calculation methods can shift trends or targets that were established using prior calculation methods.

In 2010, NCHRP Report 666: Target-Setting Methods and Data Management to Support Performance-Based Resource Allocation by Transportation Agencies (available at http://www.trb.org/Publications/Blurbs/164178.aspx) describes steps for state DOTs to establish performance targets and documented quantitative and qualitative approaches used by state DOTs to establish targets. Since that publication, state DOTs, the Federal Highway Administration (FHWA), Metropolitan Planning Organizations (MPOs), and local governments have gained experience in target setting in connection with the first round of TPM requirements. As part of the ongoing evolution of transportation performance management, state DOTs are required to re-evaluate performance targets and provide a Mid Performance Period Progress Report to FHWA in October 2020 that documents performance towards targets and any revisions to targets.

Research is needed to improve the practice of target setting by developing more effective yet practical methods for state DOTs to establish and/or re-evaluate performance targets, strengthening state DOT capacity to use performance management to make better decisions in transportation planning and programming.


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.


Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

500000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

27 months

Anticipated Start Date

June 11, 2020

Anticipated Completion Date

September 11, 2022

Collaborative Practices for Performance-Based Asset Management between State Transportation Agencies and Metropolitan Planning Organizations

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP Synthesis 20-05/Topic 51-05

Background & Problem Statement

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

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


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.


Proposed Research Activities

Information to be gathered includes (but is not limited to):
• AM related activities that have prompted DOT to facilitate collaboration with MPOs.
• How development and implementation of the Transportation Asset Management Plan (TAMP) informs the long-range planning activities at MPOs and DOTs.
• Activities DOTs are undertaking to promote asset preservation and target setting at MPOs
Efficiencies and innovations generated from the integration of long-range MPO planning and DOT-led AM activities.
• Challenges to effective DOT collaboration with MPOs (as reported by DOTs) to support transportation asset management (e.g. state and non-state ownership/maintenance).
• Identification of performance measures that support long-range planning and AM goals.
• DOT strategies for addressing discrepancies between state and federal performance measures (e.g. challenges with communication, analysis, etc.).
• How DOTs collaborate and coordinate with MPOs on asset management (e.g. agreements, special meetings, organizational structure, governance).
• How DOTs monitor and report the outcomes of asset management activities to MPOs
• How differing priorities between DOTs and MPOs may influence trade-off decisions by DOTs among performance areas (e.g. transit, congestion, safety).

Information will be collected through literature review, survey of DOTs, and follow-up interviews with selected agencies for the development of case examples highlighting DOT collaboration with MPOs to measure and monitor infrastructure condition and system performance. Information gaps and suggestions for research to address those gaps will be identified.


Desired Products

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Notes & Considerations

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Funding

45000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

15 months

Anticipated Start Date

September 12, 2019

Anticipated Completion Date

December 31, 2020

Determining the Impact of Connected and Automated Vehicle Technology on State DOT Maintenance Programs

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 14-42

Background & Problem Statement

Connected and Automated Vehicle (CAV) technology is progressing rapidly. Numerous research and deployment initiatives are underway as the transportation industry continues to examine how roadway assets such as traffic control signs, markings, signals, guardrail, computing systems, communications infrastructure and systems, and other permanent and temporary ancillary devices can be designed or enhanced to facilitate CAV operations. With the diffusion of CAV technologies, effects on state transportation agency maintenance programs—which have constrained budgets and workforces—need to be examined to ensure that transportation agencies are prepared for the challenges of CAV implementation while maintaining the existing roadway system and its ancillary roadway assets at an acceptable level of service. Research is needed to (1) explore the effect of CAV technologies on roadway and Transportation Systems Management and Operations (TSMO) asset maintenance programs, and (2) develop guidance on measureable standards and resource implications.


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.


Proposed Research Activities

This field has not yet been completed.

Desired Products

Final deliverables should include, at a minimum, (1) a final report documenting the entire research effort; (2) a practitioner’s guide that provides guidance on maintenance programs related to CAV needs; (3) prioritized recommendations for future research; (4) a brief stand-alone summary of findings suitable to a broad range of stakeholders; (5) a PowerPoint-style presentation describing the background, objectives, research approach, findings, and conclusions; (6) a stand-alone technical memorandum titled “Implementation of Research Findings and Products” (see Special Note C for additional information); (7) a presentation of findings to two AASHTO committees or councils concerned with impact of CAV technologies on operations and maintenance programs; and (8) a draft article suitable for publication in TR News (Information regarding TR News publication may be found on the TRB webpage http://onlinepubs.trb.org/onlinepubs/trnews/info4contributors.pdf


Notes & Considerations

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Funding

300000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

June 19, 2019

Anticipated Completion Date

December 30, 2020

Risk Assessment Techniques for Transportation Asset Management

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 08-118

Background & Problem Statement

As transportation agencies are faced with aging and deteriorating infrastructure in a context of limited resources, it becomes imperative that assets are managed efficiently and effectively. To this end, Federal Regulations Title 23 CFR Part 515 require state transportation agencies to develop Risk-Based Transportation Asset Management Plans (TAMP), including a risk management plan. The risk management plan must include identification, assessment, evaluation, and prioritization of risks, as well as a mitigation plan for addressing and monitoring top priority risks. State transportation agencies are seeking to improve the assessment of risks to transportation assets as part of optimized investment decision-making.

Transportation agencies must contend with a wide variety of risks as they manage transportation assets. Owners must respond to impacts of events both within and outside their control. These risks can include funding uncertainty, regulatory changes, leadership and policy changes, increasing costs, severe weather events, evolving technology, and others. Underestimating risk can lead to costly repairs and reconstruction, while overestimating risk can lead to wasted resources. Asset owners require better techniques for assessing and managing risk.

Approaches to managing risk range from qualitative assessments of likelihood and consequence at the enterprise level to quantitative, probabilistic approaches at the network and program levels such as scenario analysis, simulation, and other approaches to predictive modeling. Successful organizations, across both the public and private sectors, effectively and efficiently quantify the effects of risk and uncertainty related to threats and opportunities.


Objectives

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


Proposed Research Activities

The research plan should be presented as a two-phase effort. Phase I will synthesize materials on existing practice and perform a critical assessment of existing tools, approaches, performance measures, and procedures that can be used to build new or improved risk assessment tools and techniques in support of transportation asset management. Phase II will produce supporting implementation guidance and tools.

The research should build on existing asset management guidance detailed in previous NCHRP reports, the American Association of State Highway and Transportation Officials (AASHTO) Transportation Asset Management (TAM) Guide, and other state-of-the-practice guidance for assessing and managing risks, including the Federal Highway Administration (FHWA). AASHTO material is available on the AASHTO TAM portal, and FHWA guidance is accessed through its web pages focused on asset management and resilience. The research also will help improve the state of practice in risk-based transportation asset management and help ensure that the full range of relevant factors is incorporated into transportation agency resource allocation procedures.

In meeting the objectives of this study, the research plan should consider, but not be limited to, the following.

Phase I

1. Incorporate results from a review of available literature, ongoing research, legislative requirements, and state-of-the-practice for risk assessment into a set of possible approaches for managing transportation assets more effectively, including identifying gaps in current procedures.

2. Identify and assess potential approaches and techniques for enterprise, network, and program level risk assessment to develop procedures and strategies for improving existing asset management decision in support of project objectives. Potential approaches should address how state DOTs make multi-objective, cross-asset investment decisions under uncertainty in support of national, state, and local asset performance goals for pavements, bridges, and other assets.

3. Identify potential constraints and barriers to implementation and steps to address them.

Phase I will conclude with preparation of an interim report detailing the results of Phase I research and presenting an updated detailed scope of work for Phase II. Phase I should account for no more than 40% of the overall effort. NCHRP will meet with the research team at the end of Phase I to review. NCHRP approval of the interim report is required before proceeding with Phase II.

Phase II

4. Based on the conclusions of Phase I, develop improved strategies and tools for risk-based asset management and prepare draft implementation guidance.

5. Conduct a set of test scenarios with three or more state DOTs using the draft implementation guidance and associated tools. Summarize lessons learned and present recommended changes and improvement to the guidance and tools as appropriate.

6. Prepare draft and final reports and supporting materials detailing the results of the research.

The research plan should build in appropriate checkpoints with the NCHRP project panel including, at a minimum (1) a kick-off teleconference meeting to be held within 1 month of the contract’s execution date; (2) the face-to-face interim deliverable review meeting to be held at the end of Phase I; and (3) at least two additional web-enabled teleconferences tied to NCHRP review and approval of any other interim deliverables as deemed appropriate.

Final deliverables will include at a minimum: (1) implementation guidance and supporting analytical tools (e.g., visualizations, metrics, strategies); (2) a final report that documents the entire research effort; (3) an executive summary as a stand-alone document that outlines the research findings and recommendations; and (4) a presentation (e.g., a Microsoft® PowerPoint, video, etc.) aimed at state DOT staff and senior management that simply and concisely explains why the guidance and supporting materials are helpful and how they will be used. Any tools or models developed as part of the research program will be open source using readily available software. Final deliverables will also include a stand-alone technical memorandum entitled, “Implementation of Research Findings and Products.”


Desired Products

This field has not yet been completed.

Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Anticipated Start Date

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Anticipated Completion Date

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Making Targets Matter: Managing Performance to Enhance Decision-Making

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 02-27

Background & Problem Statement

Transportation agencies increasingly are adopting Transportation Performance Management (TPM) principles to ensure that good resource allocation decisions are made concerning transportation system development and operations to produce the performance outcomes desired by the agency, its external partners, elected officials, and the public. For purposes of this research, transportation agencies may be state departments of transportation (DOTs), metropolitan transit or public transportation agencies (MTAs), metropolitan planning organizations (MPOs), and other government entities responsible for managing transportation system performance.

Wherever it is applied, TPM encourages accountability and helps determine what results are to be pursued, how information from past performance levels and forecast conditions are used to guide investments, how progress toward strategic goals is measured and reported, and how needs for adjustments to improve performance are recognized and acted on. Effective TPM is grounded in sound data and information management, effective communication and collaboration with internal and external stakeholders, and decision-making based on shared understanding among policy makers and operational managers of performance goals and objectives.

A core element of TPM is defined performance targets that connect investment decisions to system results in a manner that is transparent to all stakeholders. Targets are used to assess progress toward achieving strategic goals, guide planning efforts, inform programmatic decisions and adjustments, and communicate with stakeholders. Target setting and performance reporting practices continue to evolve and recently have become cornerstones of USDOT regulatory efforts required under federal legislation. Work sponsored by FHWA, NCHRP, and others has produced resources for practitioners working to address how an agency may judge whether performance trends indicate that targets are being met, to communicate about such matters with stakeholders, or to assist agency determination of whether current funding allocations are likely to improve achievement of performance targets.

Despite progress in developing such resources, practitioners nevertheless lack adequate tools and methods for establishing an effective feedback loop between observed performance and agency performance management decisions. Such feedback can be used by agencies to maintain or adjust their management strategies (and subsequent planning, programming, and target-setting decisions) to ensure that agency goals and objectives are met.


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.


Proposed Research Activities

The research will entail (1) a critical review of relevant current practice in monitoring of performance relative to established targets and use of such monitoring in decision-making; (2) four regional peer-exchanges to engage state DOT, MPO, and transit agency stakeholders in discussions of agencies’ TPM skill levels, processes, and tools for linking transportation system performance targets and achievement; (3) development of guidance and web application to facilitate agency target attainment; and (4) development of documentation and other materials to support agency adoption and use of the guidance and decision-support applications developed.


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

530000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

26 months

Anticipated Start Date

February 11, 2019

Anticipated Completion Date

April 10, 2021

Implementation of Life-Cycle Planning Analysis in a Transportation Asset Management Framework

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 02-26

Background & Problem Statement

State and federal policies are increasingly requiring state departments of transportation (DOTs) and other transportation agencies to implement a transportation asset management (TAM) approach to manage their existing assets. Defined as a strategic and systematic process of operating, maintaining, upgrading, replacing, and expanding physical assets effectively throughout their life cycle, TAM requires an agency to focus on strategic business and engineering practices to allocate resources cost effectively so that assets are maintained in the best condition possible, for the longest duration, at the least practicable cost.

State DOTs and other agencies need better economic analysis tools for assessing cost effectiveness of various maintenance treatments, thus enabling them to manage transportation assets more efficiently at the network level. One such industry-accepted practice and tool used by transportation agencies is project level life-cycle cost analysis (LCCA). LCCA is an engineering-economic analysis technique that allows comparison of the relative merits of competing project implementation alternatives. By considering all of the costs—agency and user—incurred during the service life of an asset, this analytical practice guides decision-makers in selecting of projects and other action alternatives that are the most cost effective over their service life.

A limitation of the traditional LCCA practice is its focus on individual project-level analysis which is not always compatible with network-level analysis requiring a broader focus on long-term maintenance and operation of a set of existing assets. Life cycle planning (LCP), however, is a relatively new concept aimed at providing tools and techniques that state DOTs and other transportation agencies can use to conduct an economic cost analysis for a network of transportation assets to manage them cost-effectively over their project life, covering the time each asset goes into service after construction to the time it is disposed of or retired. LCP can take advantage of asset management system capabilities, which include network-level condition data, by applying an engineering-economic analysis approach to evaluate and compare the cost-effectiveness of maintenance strategies to preserve assets at a desired performance level.

While LCP is in its infancy compared with LCCA, the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), state governments, and international agencies have all developed analytical methods that can be used to create more robust LCP methods and tools. For example, NCHRP Report 713: Estimating Life Expectancies of Highway Assets, documents various methods for assessing the deterioration and life expectancy of a variety of highway assets, including signs, traffic signals, street lighting, sidewalks, culverts, pavements, and bridges. These methods, which can be used to assign an economic value to agency actions taken to maintain existing assets as well as quantifying, in economic terms, user and non-user stakeholder concerns, are foundational to developing more robust LCP analysis tools and techniques.

LCP could become an integral part of a system for managing assets at the network level to evaluate the economic aspects of various actions more effectively and to build strategies a transportation agency can take to increase project longevity. This research is needed to develop guidance and analytical models to enable state DOTs and other transportation agencies to implement a life cycle planning process applicable to TAM.


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.


Proposed Research Activities

In support of the research objective, the guidance documents and analytical model(s) should be formulated to enable assessment of tradeoff decisions, helping decision-makers understand how investment at one point in the asset’s life cycle can affect the whole. In formulating this guidance, the research plan should consider, but not be limited to, the following:
1. How to build on data and performance measures in current use, including capabilities of existing asset management systems;
2. Incorporating a mutually compatible set of quantitative life-cycle planning performance measures and/or underlying assumptions for use in various decision-making scenarios;
3. Accounting for constrained budgets affecting agency and stakeholder performance goals, while minimizing life-cycle costs;
4. Incorporating risk and uncertainty analysis;
5. Assessing how multiple competing objectives affect different asset classes and how these effects relate to the model(s); and
6. Identifying commonly used analysis parameters and the rationale for establishing and using these parameters.

The guidance will serve as the basis for developing a prototypical analytical model. This model, to be developed with open source or other easily accessible software, is meant to be a transparent working application that agencies can use or adapt to serve their own needs. The workplan should also indicate how the research team expects to validate the proposed analytical approach.

The research plan should be divided into two phases, and each phase should be divided into tasks with a detailed description of the work proposed, including interim deliverables.

Phase I
• Develop input to the overall LCP analysis guidance, including the framework for prototypical analytical model(s).
• Prepare an Interim Report that describes work done in the early tasks, including input to the overall guidance supporting the proposed LCP analysis.
• Include an updated work plan for the remaining tasks to be accomplished in Phase II.

NCHRP will meet with the research team at the end of Phase I to review, approve, or modify the Interim Report and the updated scope of work prior to moving on to Phase II. Level of effort in Phase I should not exceed 40% of the overall effort.

Phase II
• Translate the model framework into the prototypical analytical model(s).
• Complete the necessary validation steps along with supporting guidance materials.

Phase II will result in completion of all final documentation.

In addition, the research plan should build in appropriate checkpoints with the NCHRP project panel including, at a minimum, (1) a kick-off teleconference meeting to be held within 1 month of the contract’s execution date; (2) the face-to-face interim deliverable review meeting with the NCHRP project panel to be held at the end of Phase I; and (3) at least two additional web-enabled teleconferences tied to NCHRP review and approval of any other interim deliverables as deemed appropriate.

Final deliverables will include at a minimum: (1) guidance and models (e.g., metrics, tools, and strategies); (2) a final report that documents the entire research effort; (3) a stand-alone summary that outlines the research findings and recommendations; and (4) a presentation aimed at state DOT senior staff and decision-makers that simply and concisely explains why the guide and supporting materials are helpful and how they will be used. Final deliverables will also include a stand-alone technical memorandum entitled, “Implementation of Research Findings and Products.”


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

500000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

24 months

Anticipated Start Date

April 5, 2019

Anticipated Completion Date

April 4, 2021

NCHRP Project 08-115 Guidebook for Data and Information Systems for TAM (NCHRP Report 956)

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP Project 08-115

Background & Problem Statement

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

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

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


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.


Proposed Research Activities

The research is planned to yield several products:

Interim Report 1 (IR1) presenting (a) a critical review of relevant current practice and research literature on asset-management data acquisition and information management and use; (b) a review of relevant leading asset data and information management practices of organizations other than domestic DOTs; (c) a review of applications of data analytics methods that asset-management decision makers could apply to discover useful information and improve decision making; and (d) new technology and practices likely to become available within the coming 2 to 5 years for data collection, for example through deployment of “smart cities” and connected and automated vehicles.

Interim Report 2 (IR2) presenting (a) an analysis of practices of DOTs and other relevant organizations to identify resource needs (for example, workforce and skill sets) and knowledge management practices regarding data and information management capabilities and (b) a system of maturity levels or other state-of-the-practice benchmarks to characterize a transportation agency’s asset-management information and management practices.

Interim Report 3 (IR3) presenting (a) strategies agencies can use to develop a management roadmap for implementing unified, enterprise-wide governance of asset data and (b) an annotated outline of the guidebook meeting the project objective.

Final documents comprising (a) the guidebook to assist DOTs and other transportation agencies in establishing, improving, and maintaining effective data and information management practices that support transportation system asset and performance management; (b) a summary description of the research conducted in this NCHRP project and underlying the guidance; (c) a plan for peer-exchange meetings, applications workshops, or other activities following publication of the guidebook to accelerate dissemination and DOT adoption of the guidance; and (d) a PowerPoint presentation usable by NCHRP or others to describe the research and its results. Extensions of the initially planned research will add functionality to an on-line version of the guidebook that will be made available on the AASHTO web site. The guidebook and summary documents will be published in cy2021 as NCHRP Research Report 956; until publication is complete, the contractor's final documents are available for download by clicking here: summary and guidebook.


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

400000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

28 months

Anticipated Start Date

August 1, 2018

Anticipated Completion Date

January 31, 2021

Integrating Effective Transportation Performance, Risk, and Asset Management Practices

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 08-113

Background & Problem Statement

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

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


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.


Proposed Research Activities

The Research Plan should present a proposed scope of work for all three components of the objective, divided into two phases, with discrete tasks for each phase. Phase I will comprise approximately 50% of the research effort, covering all initial tasks and preliminary results sufficient to indicate a realistic direction for the overall study. Phase I will culminate in an Interim Report that will present the results of the initial components of the research, including a detailed, annotated outline or description of the deliverables, and an updated work plan for completion of all deliverables in Phase ll. A face-to-face interim meeting with the NCHRP panel will be scheduled at the conclusion of Phase I to discuss and approve the Interim Report. Work on Phase ll tasks will not begin until the updated work plan is approved by NCHRP. The project schedule will include 1 month for NCHRP review and approval of the Interim Report.

The research plan should include but not be limited to the following:

1. A kick-off teleconference meeting of the research team and the NCHRP project panel, to be held within 1 month of the contract’s execution date;

2. A literature review that identifies and summarizes key products of previous research;

3. The aforementioned Interim Report which presents the products of Phase I, including a preliminary detailed, annotated outline and description of expected deliverables;

4. Final version of the deliverables that fulfills the project objective, including a separate report documenting the conduct of the research; and

5. A PowerPoint or similar presentation describing the project background, objective, research method, findings, and conclusions.


Desired Products

The final deliverables should integrate the three components of the study into a cohesive review of management procedures and implementation, including recommendations for future research. Final deliverables will be submitted in two stages: (1) draft final deliverables for review and comment by the panel, and (2) revised final deliverables following that review and incorporating proposed changes as appropriate.

Final deliverables will include, but not be limited to, the following:

1. A guidance document with supporting material to address the objective of this research;

2. A contractor’s final report documenting the entire project, incorporating all other specified deliverables of the research, including recommendations on priorities for additional research;

3. Electronic presentation of the guidance material that can be tailored for specific audiences; and

4. A stand-alone technical memorandum titled, “Implementation of Research Findings and Products” (see Special Note B for additional information).


Notes & Considerations

To meet the study objective, the research plan should address the three components outlined below.

I. Successful Practices for Integrating Performance Management, Risk Management, and Asset Management at Transportation Agencies

Federal transportation legislation requires performance, risk, and asset management to influence agency planning and programming priorities. Agencies are advancing on performance management, and making strides on asset management; however, the role of risk management remains unclear to many. Currently, many resources on these topics exist but are not linked. In addition, states are required to follow relevant federal regulations affecting transportation asset management, including recently issued rules under MAP-21 that address preparation and implementation of risk-based asset management plans.

The purpose of this component is to develop resources for state transportation agencies to facilitate integration and optimization of performance, risk, and asset management in combination to improve the effectiveness of transportation agencies. These resources will enable decision makers to economically use these three management approaches to enhance achievement of strategic goals, organizational objectives, and performance targets. These resources should be useful at all levels of the enterprise, from the strategic and tactical to the operational levels, and apply to all major program areas.

The output of this component of the research will be a set of successful practices that integrate performance, risk, and asset management to improve overall outcomes, demonstrating how these practices have been implemented not only with respect to highway transportation but also as applied to other modes. It will summarize successful practices applicable to transportation systems in general, documenting experience applicable from international agencies as well as from other modes, including transit, aviation, marine, and rail— both public and private.

II. Using Case Studies to Identify, Evaluate, and Select Management Frameworks for Implementation by Transportation Agencies

Several standard frameworks for asset, performance and quality management have been developed which have the potential to improve management procedures used by U.S. transportation agencies. These include, but are not limited to, frameworks for managing assets, such as International Organization for Standardization (ISO) standard 55000; and other frameworks for performance and quality management such as Balanced Scorecard, Triple Bottom Line, Six Sigma, Total Quality Management, and ISO standard 9001. By adapting and applying relevant aspects of these various frameworks, transportation agencies have the potential to leverage the knowledge and experience built across a wide array of different organizations to manage transportation assets more effectively, better tie asset performance to agency goals and objectives, and deliver better results more efficiently.

At its core, transportation asset management shares many of the basic concepts of these management frameworks, as exemplified through its emphasis on concepts such as making investment decisions based on quality data and on continuous process improvement. Further, the AASHTO Transportation Asset Management Guide: A Focus on Implementation provides a brief discussion relating several of the most common frameworks to transportation asset management; however, the available high-level guidance is of limited use for agencies seeking to fully integrate asset management practices into their evolving management framework. Moreover, transportation agencies face a number of specific challenges and requirements not addressed in the guidance for implementing the standard frameworks–as most were initially developed for the private sector. Consequently, agency leaders are left in a situation in which they are highly familiar with the underlying concepts needed for improving how their agencies are managed, but lack specific procedures and tools needed to implement some of the best-established approaches.

Under this component of the study, research is needed to establish how transportation agencies can best implement emerging management frameworks that successfully integrate asset management into agency decision making. This research will generate case studies of how agencies have incorporated asset management via the implementation of relevant management processes. The research will also evaluate the case studies to determine effective procedures for implementation. As a result, these case studies will help transportation agencies leverage existing resources by improving management approaches, thereby improving transportation asset management outcomes in general.

III. How to Recruit, Train, and Retain Human Capital to Support Asset Management and Related Functions

As a multidisciplinary, holistic practice, TAM applies a different approach to managing transportation infrastructure investments. Implementation of TAM enables agencies to share processes, data, and management systems across traditional discipline stovepipes. Additionally, TAM brings with it new expectations, new fields of expertise, and emerging technologies.

Agencies have customarily been organized and staffed around specific technical skills, such as engineering, data collection and analysis, planning, budget, and accounting. Successful implementation of TAM, however, requires effective coordination across internal organizational boundaries encompassing multiple disciplines. Thus, innovations in TAM are leading to changes in organizational structure at transportation agencies, requiring employees to have different skill sets than in the past. Consequently, these new skill sets translate into a need for employees trained accordingly. As agencies continue their implementation of TAM principles, they face the difficult task of recruiting, training, and maintaining TAM human capital.

The focus of the third component of the study is to provide agencies with a description of human capital skills needed to implement key aspects of TAM. These skills include, but are not necessarily limited to, economic analysis, life-cycle planning, risk management, data integration, modeling, performance management, target setting, and multiple objective decision analysis. The product of this component will assist agencies in identifying those critical skills required and provide guidance on effective implementation of TAM, including an emphasis on coordination.


Funding

666617

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

30 months

Anticipated Start Date

June 25, 2018

Anticipated Completion Date

January 29, 2021

Guidelines for Applications of RFID and Wireless Technologies in Highway Construction and Asset Management

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 03-140

Background & Problem Statement

Advancement in sensing and transmitting technologies such as radio-frequency identification (RFID), barcodes, e-ticketing, global positioning systems, and other associated technologies has significantly improved wireless transmission. Projects where such devices were used reported beneficial outcomes through improved resource and quality management. The wireless transmission technology enables sensing, counting, measuring, documenting, identifying, locating, tracking, and transmitting information in real time. These features can significantly improve construction project and infrastructure asset management. However, the beneficial outcomes have not attracted the highway construction industry to adopt it to its fullest potential

There are significant gaps between the capability of existing wireless transmission technologies and their implementation. Therefore, there is a need to provide guidelines for state departments of transportation (DOTs) to select the appropriate technology for a specific application for highway construction and infrastructure asset management


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.


Proposed Research Activities

PHASE I—Planning

Task 1. Conduct a literature review of relevant research and current state of practice related to RFID and wireless technologies for highway construction and infrastructure asset management. The review shall include published and unpublished research conducted through the NCHRP; FHWA; and other national, international, state, and pooled-fund sponsored research.

Task 2. Conduct a survey of DOTs to identify RFID and wireless technologies currently used for highway construction and infrastructure asset management. Collect data needed to achieve the research objective with consideration of the maturity of applications of RFID and wireless technologies. The survey shall be reviewed and approved by NCHRP before distribution.

Task 3. Synthesize the results of Tasks 1 and 2 to identify the knowledge gaps for the applications of RFID and wireless technologies. These gaps should be addressed in this research or in the recommended future research as budget permits.

Task 4. Propose a methodology for readiness assessment of RFID and wireless technologies for highway construction and infrastructure asset management to be fully developed in Phase II.

At a minimum, the methodology shall address the following:
Identify potential applications of RFID and wireless technologies (e.g., material tracking, construction managements, asset inventory tags, quality monitoring, and work zone safety);
Identify the advantages and disadvantages of RFID and wireless technologies for each application;
Evaluate the readiness of the identified technologies to be implemented by DOTs; and
Identify the requirements for implementing the technologies including IT infrastructure and security, organization structure and workflow, and training.
Task 5. Propose a preliminary outline for the guidelines based on the proposed methodology.

Task 6. Prepare Interim Report No. 1 that documents Tasks 1 through 5 and provides an updated work plan for the remainder of the research. This report must be submitted to NCHRP no later than 4 months after contract execution. The updated work plan must describe the process and rationale for the work proposed for Phases II though IV.

Note: Following a 1-month review of Interim Report No. 1 by the NCHRP, the research team will be required to meet in person with the NCHRP project panel to discuss the interim report. Work on Phases II though IV of the project will not begin until authorized by the NCHRP. Phase I shall be limited to $40,000.

PHASE II—Methodology Development

Task 7. Develop the methodology according to the approved Interim Report No.1.

Task 8. Develop examples to demonstrate the developed methodology. The selection of the examples should include at a minimum the identified technologies and applications in Phase I.

Task 9. Provide a detailed description of every chapter and section of the proposed guidelines and complete a sample chapter of the proposed guidelines selected by NCHRP. This chapter should be publication-ready.

Task 10. Prepare Interim Report No. 2 that documents the results of Tasks 7 through 9 and provides an updated work plan for the remainder of the project. This report is due no later than 8 months after approval of Phase I. The updated plan must describe the work proposed for Phases III and IV.

Note: Following a 1-month review of Interim Report No. 2 by the NCHRP, the research team will be required to meet in person with the NCHRP project panel to discuss the interim report, if necessary. Work on Phases III and IV of the project will not begin until authorized by the NCHRP. Phase II shall be limited to $100,000.

PHASE III—Guidelines Development

Task 11. Develop the guidelines according to the approved Interim Report No. 2.

Task 12. After NCHRP approval of the draft guidelines, plan and conduct workshop with 20 representatives of owners and other stakeholders to review the draft guidelines and implementation plan. Revise the draft guidebook according to the outcomes of the workshop. The invited representatives shall be approved by NCHRP.

Note: The costs for the workshop, including invitational travel for 20 attendees, should be included in the detailed budget for the research. For the purpose of estimating these costs, assume that the workshop will be held at the Beckman Center in Irvine, CA. NCHRP will cover costs associated with hosting the workshop at the Beckman Center as well as NCHRP panel member travel.

Task 13. Prepare Interim Report No. 3 that documents the results of Tasks 11 and 12 no later than 9 months after approval of Phase II. The updated work plan must describe the work proposed for Phase IV.

Note: Following a 1-month review of Interim Report No. 3 by the NCHRP, the research team will be required to meet in person with the NCHRP project panel to discuss the interim report, if necessary. Work on Phase IV of the project will not begin until authorized by the NCHRP. Phase III shall be limited to $180,000.

PHASE IV—Final Products

Task 14. Revise the draft guidelines considering the NCHRP’s review comments.

Task 15. Prepare final deliverables including: (1) the guidelines for the applications of RFID and wireless technologies for highway construction and infrastructure asset management, (2) a final report that documents the entire research effort, and (3) a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” See Special Note D for additional information.


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

370000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

30 months

Anticipated Start Date

August 5, 2020

Anticipated Completion Date

February 6, 2023

Guide for the Formulation of Long-Range Plans and Budgets for Replacement of Highway Operations Equipment

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 13-06A

Background & Problem Statement

State highway agency equipment fleet assets are vital to the delivery of agency programs, projects, and services. These fleets represent a significant capital investment and require recurring maintenance, operational expenditures, and timely replacement to achieve the desired level of performance, reliability, and economy. A variety of practices have been used by state departments of transportation (state DOTs) agencies for making investment decisions for highway operation equipment. However, there is no widely accepted process for determining the long-range needs and budgets.

There is a need to identify current practices, review relevant information, and develop rational processes that will provide state DOTs a realistic means for making investment decisions. A guide for formulating the long-range plans for replacement needs and budgets of highway operations equipment can then be prepared to facilitate use of these processes. Such a guide will help highway equipment managers and administrators in making decisions regarding replacement needs and budgets. NCHRP Research Report 879: Optimal Replacement Cycles of Highway Operations Equipment (http://www.trb.org/Publications/Blurbs/177263.aspx) contains guidance on the processes and tools that should be considered in making decisions regarding the optimal replacement cycles of on- and off-road highway operations equipment used by state DOTs; these can be useful for this research.

Recent work completed under NCHRP Project 13-06, “Guide for the Formulation of Long-Range Plans for Replacement Needs and Budget of Highway Operations Equipment” (http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP13-06_RevisedInterimReport.pdf), provided a review of some of the issues related to the formulation of long-range plans and budgets for replacement of highway operations equipment and proposed a preliminary research plan for developing related guidance (see Special Note B). However, additional research is needed to further define and address the issues associated with the formulation of long-range plans and budgets for replacement of highway operations equipment and develop the needed guidance.


Objectives

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


Proposed Research Activities

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

Phase I—Planning: Prepare and submit, no later than 4 months after the contract award, Interim Report 1 that documents (1) the factors contributing to the formulation of long-range plans for replacement needs and budgets of highway operations equipment, and the practices and processes that merit further consideration or improvement in this research, and discuss their deficiencies; (2) an assessment of the relevance of the identified factors to the formulation of long-range plans for replacement needs and budgets of highway operations equipment, and the factors that should be used in the processes for formulating such plans; (3) a proposed research plan, to be executed in Phase II, to (a) develop rational processes and tools, based on computational models for formulating long-range plans and budgets for replacement of highway operations equipment; (b) present case examples to illustrate use of the proposed processes and tools; and (c) develop a detailed outline of the guide.

Phase II—Development of Processes, Tools, and Illustrative Examples: Execute the plan approved in Phase I. Based on the results of this work, prepare and submit Interim Report 2 that (1) documents proposed processes and tools for formulating long-range plans and budgets for replacement needs of highway operations equipment; (2) presents case examples or hypothetical scenarios to (a) illustrate use of the proposed processes and tools for all equipment classes and (b) show how these processes and tools may be used for making specific replacement and investment decisions; and (3) presents a detailed outline of the guide.

Phase III—Development of Guide and Tools: Prepare the guide for formulating long-range plans and budgets for replacement of highway operations equipment, associated tool, and a user manual to facilitate use of the guide and tool.

Phase IV—Final Deliverables: Prepare and submit, no later than 18 months after the contract award, draft final deliverables. Deliverables will include (1) a research report documenting the work performed in the project and used to develop the guide and associated tool; (2) the guide for formulating long-range plans for replacement needs and budgets of highway operations equipment; (3) user manual for the guide and tool; (4) illustrative examples; and (5) the tool in an electronic format.


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

This field has not yet been completed.

Project Source

This field has not yet been completed.

External Link

This field has not yet been completed.

Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

This field has not yet been completed.

Anticipated Completion Date

This field has not yet been completed.

Lifecycle BIM for Infrastructure: A Business Case for Project Delivery and Asset Management

Research Project

Description

This field has not yet been completed.

Project Number

TFRS-02

Background & Problem Statement

BIM for infrastructure is finding success in Europe and Asia as an asset lifecycle management methodology that includes advanced digital tools, large data repositories, and new business processes. Indeed, governing bodies in the European Union and United Kingdom have recognized the efficiencies and cost savings associated with BIM and have legislatively required its incorporation into the public infrastructure procurement process. Similarly, because of its potential for unifying all data phases of highway infrastructure assets, BIM has garnered significant interest in the United States, with several state departments of transportation (DOTs) having already moved toward its adoption.

Research is needed to evaluate the business case for BIM in the United States by quantifying how adopting enterprise-wide BIM systems can lead to increased agency efficiencies and improved cost savings, and foster advanced, comprehensive lifecycle management of enterprise assets.


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.


Proposed Research Activities

This field has not yet been completed.

Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

500000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

15 months

Anticipated Start Date

April 7, 2020

Anticipated Completion Date

July 7, 2021

Using Bridge Element Data in Asset Management Decision Making

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP Synthesis 20-05/Topic 52-02

Background & Problem Statement

State departments of transportation (DOTs) have been transitioning to using element inspection data for documenting bridge conditions since 2014. This condition assessment methodology offers a significant opportunity to improve the timing, cost efficiency, and accuracy of bridge maintenance, rehabilitations, and replacement decisions. However, there is no standard guidance on achieving those benefits. Bridge management platforms such as AASHTOWare BrM can combine these data with other inputs to forecast future conditions and recommend optimal plans for a portfolio of bridges.

Anecdotal evidence suggests that state DOTs that receive the inspection reports are taking numerous approaches to using the data. Many DOTs rely on general condition ratings reported to the National Bridge Inventory for bridge maintenance and investment decisions. Still others have begun to incorporate the element level data into those decisions.


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).


Proposed Research Activities

Information will be collected through literature review, a survey of DOTs, and follow-up interviews with selected agencies for the development of case examples. Information gaps and suggestions for research to address those gaps will be identified.

Information Sources (Partial):
• NCHRP Scan Team Report for Scan 07-05, Best Practices in Bridge Management Decision-Making (2009). (http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-68A_07-05.pdf
• Utah DOT, Bridge Management Manual (2017). https://drive.google.com/file/d/1Qnl3isRKugZl9kyCFS11GCIPiVfKQNFF/view
• NCHRP Web-Only Document 259, Guidelines to Improve the Quality of Element-Level Bridge Inspection (2019). http://www.trb.org/Main/Blurbs/178842.aspx
• Joint Transportation Research Program FHWA/IN/JTRP-2016/13, Element Level Bridge Inspection: Benefits and Use of Data for Bridge Management. https://docs.lib.purdue.edu/jtrp/1606/
• AASHTO Technical Services Program, Bridge Preservation BMS Working Group survey
Bridge Preservation BMS Working Group:
https://tsp2bridge.pavementpreservation.org/national-working-groups/#Bridge%20Preservation%20BMS%20Working%20Group
AASHTO Technical Services Program: https://tsp2bridge.pavementpreservation.org/


Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

45000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

9 months

Anticipated Start Date

October 6, 2020

Anticipated Completion Date

July 30, 2021

Highway Infrastructure Inspection Practices for the Digital Age

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP Synthesis 20-05/Topic 52-01

Background & Problem Statement

Highway infrastructure inspection is critical in any transportation system because it ensures conformance with plans, specifications, and material requirements over the lifecycle of the asset. Historically, state departments of transportation (DOTs) have employed on-site workforces to execute infrastructure inspection using traditional inspection methods. With the latest technological advancements, the inspection landscape has been rapidly changing through incorporation of technologies such as Unmanned Aircraft Systems (UAS), embedded and remote sensors, intelligent machines, mobile devices, and new software applications. These technologies can potentially satisfy the need for cost-effective and efficient inspection and monitoring of highway infrastructure (e.g. roadways, bridges, drainage systems, signage).


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).


Proposed Research Activities

Information will be collected through literature, a survey of DOTs, and follow-up interviews with selected agencies for the development of case examples. Information gaps and suggestions for research to address those gaps will be identified.

Information Sources (Partial):
• Chase, S., Edwards, M. (2011). “Developing a Tele-Robotic Platform for Bridge Inspection.” Virginia Transportation Research Council and Mid-Atlantic University Transportation Centers Program.
• FHWA research on the use of RFID tags to track paving materials (https://www.fhwa.dot.gov/publications/research/infrastructure/pavements/14061/index.c fm)
• Heymsfield, E., and Kuss, M. L. (2014). “Implementing Gigapixel Technology to Highway Bridge Inspections.” Journal of Performance of Constructed Facilities, 10.1061/(ASCE)CF.1943-5509.0000561, 04014074.
• Gibb, S. P. (2018). “Non-destructive Evaluation Sensor Data Processing and Fusion for Automated Inspection of Civil Infrastructure.” MS Thesis.
• La, H. M., Gucunski, N., Dana, K., and Kee, S. (2017). “Development of an Autonomous Bridge Deck Inspection Robotic System.” Journal of Field Robotics, 34(8), 1489–1504. Retrieved from https://onlinelibrary. wiley.com/doi/abs/10.1002/rob.21725, https://doi.org/10.1002/rob. 21725.
• Mulder, G. (2015). “e-Construction,” Iowa Department of Transportation, Presentation on May 27, 2015.
• NCHRP Project 22-33: Multi-State In-Service Performance Evaluations of Roadside Safety Hardware (Research in progress)
• NCHRP Synthesis 545: Electronic Ticketing of Materials for Construction Management
• NCHRP Synthesis 548: Development and Use of As-Builts Plans by State DOTS
• NCHRP Synthesis 20-05/Topic 51-01: Practices for Construction-Ready Digital Terrain Models (Current Synthesis)
• Effective Use of Geospatial Tools in Highway Construction (Publication No. FHWA HIF10-089, October, 2019)
• NCHRP Project 20-68A, Scan 17-01: Successful Approaches for the Use of Unmanned Arial Systems by Surface Transportation Agencies.


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45000

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External Link


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9 months

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November 20, 2020

Anticipated Completion Date

August 31, 2021

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Business Case and Communications Strategies for State DOT Resilience Efforts

Research Project

Description

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Project Number

NCHRP 20-127

Background & Problem Statement

Significant research has been conducted on many different aspects of system resilience and security, but research is lacking on the topics of (1) how state transportation officials can make a business case for investing in resilience strategies and (2) resilience-oriented communications strategies. Communications strategies are central to successful balloting of state and local funding initiatives. This project is focused on both the "hard" technical business cases and the arguably "harder" communications strategies applicable to the general public as well as governors, legislators, staff and leadership at state departments of transportation (DOTs), and regional transportation planning organizations.

The 2015 Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) included several requirements for transportation agencies that reflected an increasing concern for system and operational resilience and security. For example, statewide and metropolitan transportation planning processes were to consider projects/strategies to improve the resilience and reliability of the transportation system. It continued all prior National Highway Performance Program (NHPP) eligibilities and added (among four new eligible categories) one for projects to reduce the risk of failure of critical NHS infrastructure (defined to mean a facility, the incapacity or failure of which would have a debilitating impact in certain specified areas). The FAST Act keeps in place a resilience provision introduced in the 2012 Moving Ahead for Progress in the 21st Century Act (MAP-21), which required state DOTs to develop risk-based asset management plans.

State DOTs are addressing resilience issues in concert with local and regional organizations, including governments, planning organizations, non-profits, and the business community. In order to identify effective business case and communications strategies for state DOT resilience efforts, it is key to acknowledge the different demographics, infrastructure, and resource capabilities of each state DOT and agency, as well as the differing resilience opportunities and challenges they face. In addition, some state DOTs and local and regional transportation agencies have begun and achieved robust resilience activities. It is apparent that system resilience is becoming an ever more important concern for transportation officials at all levels of government.


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.


Proposed Research Activities

Phase I

Task 1. Literature review. Review relevant practice, performance data, research findings, and other information related to (a) building a business case for resilience and (b) resilience communications strategies. Include a broad spectrum of industries and resources; legal and regulatory justifications; social and economic losses associated with disruptions; international and other levels of cross-border planning. See Special Note F.

Task 2. Employing quantitative and/or qualitative research methods, review current resilience business case examples and communications strategies. Measuring performance of communications efforts—especially as it relates to public and internal agency support for resilience initiatives—is of particular interest. Include common obstacles and how they are overcome. Ensure that a full range of diverse disruptions is represented, and at least includes those caused by various shocks and stressors, such as natural, societal, technological, and human-caused. Include unpublished information such as after action reports from state DOTs.

Note: If proposed, survey/interview instruments and sampling plans shall be submitted for NCHRP review and approval prior to use.

Task 3. Based on what was learned in Task 1 and Task 2, develop a revised work plan to support the development of project deliverables in Phase II (i.e., case studies and tools).

Task 4. Prepare an interim report on the findings and conclusions of Tasks 1 through 3. The interim report should include draft tables of contents for products that will be developed in Phase II and detailed plans for Task 5 and Task 6. The research plan shall provide a 2-month period for review and approval of the interim report. An interim meeting of the project panel to discuss the interim report with the research agency will be required.

Note: For budget purposes, to allow for the possibility of an in-person meeting, assume NCHRP will be responsible for the cost of panel member travel and will provide the meeting facility. The interim meeting may be held virtually or in a blended in-person/remote format. For the interim meeting, provide a PowerPoint presentation suitable, upon revision, for posting on the NCHRP project web page. The research agency shall not begin work on the remaining tasks without NCHRP approval.

Phase II

Task 5. Based on the approved Phase II work plan, prepare no fewer than 6 diverse case studies of how agencies have (a) developed business cases for resilience and (b) planned and executed communication strategies for resilience programs. Case studies should cover communications tailored for various internal and external stakeholders such as
• Governors
• Legislators
• Policymakers
• Local communities
• General public
• State DOT leadership
• State DOT staff
• Regional transportation planning organizations such as Metropolitan Planning Organizations (MPOs) and Rural Planning Organizations (RPOs)

Task 6. Prepare tools for state DOTs and other transportation organizations to explain the value of investing in resilience throughout the life cycle of a DOT’s planning, engineering, design, operations, construction, and maintenance activities. The tools should support agencies as they (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 a state DOT’s mission. Also prepare a final report documenting the research and a 2-page executive summary.

Tools for use by the primary audiences should include (a) “resilience communications plan in-a-box”; (b) “business case in-a-box”; and (c) Task 5 case studies.


Desired Products

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Notes & Considerations

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Funding

350000

Project Source

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External Link

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Estimated Timeframe

18 months

Anticipated Start Date

November 1, 2020

Anticipated Completion Date

May 14, 2022

Scoping Study to Develop the Basis for a Highway Standard to Conduct an All-Hazards Risk and Resilience Analysis

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 23-09

Background & Problem Statement

Risk-informed asset management and an understanding of system resilience are two relatively new concepts within the transportation industry. Transportation agencies often use all-hazards risk and resilience analyses to make decisions about enhancing system resilience. The Federal Emergency Management Administration defines "all-hazards" as “Natural, technological, or human-caused incidents that warrant action to protect life, property, environment, and public health or safety…” (https://training.fema.gov/programs/emischool/el361toolkit/glossary.htm). To conduct all-hazards risk and resiliency analyses for transportation assets, a transportation agency must:
• Know assets’ locations and their criticality for service delivery;
• Understand potential natural and man-made threats and associated likelihoods affecting assets;
• Be able to quantify the potential consequences from applicable threats to assets while adequately addressing the considerable uncertainty in those consequences; and
• Understand the link between risk and resilience.

In 2006, the American Society of Mechanical Engineers published Risk Analysis and Management for Critical Infrastructure Protection (RAMCAP), an all-hazards approach to critical infrastructure risk assessment. The initial document focused on terrorist activities but has since expanded into analysis of natural hazards such as extreme weather, seismic events, and changing environmental conditions, given the increased activity from such threats in recent years. RAMCAP identifies transportation as a critical sector, along with industries such as banking, oil/gas, electricity, water/wastewater, and nuclear energy. To date, several industries, including the water/wastewater sector, have developed an industry-specific standard for risk assessment. By demonstrating an active approach to risk assessment and management developed and approved by professionals within the water/wastewater sector, those agencies have seen improvements in bond ratings and reductions in insurance premiums. While RAMCAP provides a generic approach to critical infrastructure risk assessment, it does not provide specific information on asset performance under applicable threats for any one critical sector.

Through pilot studies, state departments of transportation (DOTs) have applied RAMCAP and similar guidance to risk and resilience analysis in their states. FHWA’s Vulnerability Assessment and Adaptation Framework (FHWA-HEP-18-020), for example, is guidance based on significant pilot studies in a large number of states. Four key lessons from the state DOT pilot studies include:

1. Though some research studies have been published on transportation asset performance under physical threats, this information is scattered across many published articles dating back to the 1960s and has not been compiled in a user-friendly format.
2. State agencies see the need for a common language for risk and resilience practitioners to facilitate adoption and implementation of consistent and effective risk management and resilience practices.
3. A simple industry framework is needed to support compilation of information for risk-based analysis of transportation assets, to reduce the burden on state DOTs and metropolitan planning organizations by clarifying the bases for quantifying annual risk and ensuring system resilience:
• Threat probabilities by type of hazard and by geographic location;
• Asset vulnerability to each applicable threat, appropriately considering asset resilience; and
• Quantitative anticipated consequences from each applicable threat to each asset, appropriately considering the significant uncertainties in those consequences.
4. Agencies prefer not to be constrained by proprietary solutions for all-hazards risk and resilience analyses but have the flexibility to implement open-source, repeatable methodologies. Inputs for these analyses should be derived from data readily available to agencies or other users.

The AASHTO Committee on Transportation System Security and Resilience and the Subcommittees on Risk Management and Asset Management have, collectively, identified the need for a transportation-specific framework that responsible agencies can use in conducting their own all-hazards risk and resilience analyses to facilitate enterprise-wide transportation decision-making. Research is needed to develop this framework and provide guidance on its use.


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.


Proposed Research Activities

Task 1. Conduct preliminary work for roadmap development. Some preliminary work must be conducted before guidance on roadmap development can be sought (see Task 2) and the roadmap can be designed (see Task 3). This groundwork has two parts, which shall be done concurrently.

Task 1a. Develop a risk- and resilience-related glossary of terms. Transportation agencies may use this glossary as a common reference for future research on this topic. To develop the glossary, the terminology presented in NCHRP_Synthesis_527: Resilience in Transportation Planning, Engineering, Management, Policy, and Administration, should be reviewed, with the prospect of making the terminology more broadly actionable. At minimum, the following items should be considered for the glossary development:
Nature and extent of risk faced by state DOTs, including ways of characterizing risk both qualitatively and quantitatively;
Terminology adopted by risk standards organizations;
Risk and resilience terminology already in use in the transportation industry; and
Terminology already adopted and standardized within technical disciplines that support the transportation industry.
Where it is not feasible to propose a single characterization or definition, the glossary will enable translation across disciplines, and it shall include a quick reference matrix or table to help users understand how terms are used in different contexts or guidance.

Task 1b. Conduct a state-of-practice review. This review will summarize current, leading practices, including but not limited to the following:
Identifying critical transportation assets;
Estimating vulnerability to various threats or hazards;
Assessing consequences from damage and loss of functionality;
Developing recovery strategies to enable assessment of risk and system resilience, including RAMCAP and other relevant work; and
Incorporating cybersecurity and other emerging threats associated with evolution of transportation technology.
NCHRP must approve the glossary of terms (Task 1a) and state-of-practice review (Task 1b) products before work on Task 2 may begin.

Task 2. Engage the transportation industry for roadmap development guidance. To obtain broad industry input on roadmap development, the research team should explore, at a minimum, the following engagement options:

Relevant AASHTO and other industry meetings, including those of the Committee on Transportation System Security and Resilience (CTSSR) and the Subcommittees on Risk Management and Asset Management; and
Conducting a webinar for AASHTO committee and subcommittee members and other interested parties presenting an executive-level summary and forum to discuss pertinent frameworks and how they relate to the proposed effort for transportation.

Task 2 shall include the following milestones:
Submittal of a technical memorandum summarizing results from Tasks 1 and 2.
Presentation of the memorandum at an interim meeting with the project panel in Washington, D.C. The memorandum shall include multiple proposed approaches for designing the roadmap.
Approval of the memorandum by NCHRP before proceeding with Task 3.
Task 3. Design research roadmap and develop research problem statements.

Task 3a. Design research roadmap to develop the quantitative all-hazards framework. The roadmap design should recognize that the framework would ultimately include associated tools and application guidance.
Outline work groups composed of AASHTO committee members and possibly non-AASHTO experts who will guide and validate the roadmap; and
Conduct invitational, multi-day workshop for up to 20 key personnel to validate the roadmap, preferably in conjunction with another AASHTO meeting.
Task 3b. Develop associated problem statement(s) for research supporting the roadmap. The research problem statement(s) will focus on developing the framework and its associated tools and application guidance. NCHRP will provide a template for the problem statement(s).

The Task 3 products will include (1) a validated roadmap document that includes the findings of Tasks 1-2; and (2) research problem statements. NCHRP approval of both of these products is required before their use in Task 4.

Task 4. Final report preparation. The roadmap document developed and validated in Tasks 1-3 shall be combined with the research problem statement(s) developed in Task 3 to constitute the final project report.


Desired Products

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Notes & Considerations

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Funding

250000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

18 months

Anticipated Start Date

July 20, 2020

Anticipated Completion Date

January 31, 2022

Guidelines for the Effective Transition of Asset Data from Design/Construction to Operations and Maintenance

Research Project

Description

This field has not yet been completed.

Project Number

ACRP 09-21

Background & Problem Statement

Many airport operators have challenges when transitioning asset data from the planning, design, and construction stages to the operations and maintenance stage. These challenges include issues with timeliness, conformity, completeness, and accuracy. Such issues may lead to poorly informed operations and maintenance planning decisions, resulting in significant financial and functional impacts to operations and maintenance departments. There are a number of technology-based platforms to assist in the efficient and accurate transfer of asset data (e.g., geographic information systems, computerized maintenance management systems, building information modeling), yet many airports need guidelines for mapping not only the transition process, but for involving key departments and stakeholders through the entire process, from procurement to commissioning.


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.


Proposed Research Activities

This field has not yet been completed.

Desired Products

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Notes & Considerations

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Funding

400000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

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Anticipated Start Date

April 12, 2021

Anticipated Completion Date

This field has not yet been completed.

Connecting Transportation Asset Management (TAM) and Transportation System and Management Operations (TSMO)

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 08-138

Background & Problem Statement

Since the early adoptions of transportation asset management (TAM) practices, and performance rule-making association with the Fixing America’s Surface Transportation (FAST) Act, state agencies have been encouraged to add assets beyond pavements and bridges in their risk-based transportation asset management plans (TAMPs). With rapidly growing advancements and uses of technology in transportation system and management operations (TSMO), new assets are becoming widespread critical components of the network such as communications and security technology, sensors, cameras, and other intelligent transportation system (ITS) infrastructure technologies.

TAMPs cross multiple functions (e.g., planning, engineering, maintenance, operation, finance and procurement) entailing the management and inclusion of all the components required to achieve the TAMP goal, which is maintaining and improving physical assets with a focus on engineering and economic analysis based upon quality information. Typically, transportation agencies focus on the benefits of deploying new technologies when installed and implemented in the exploration stage. However, moving forward to an exploitation phase, agencies need to start considering the long-term management of these technologies to maintain their good operational state.

In addition to managing the condition of TSMO assets, TAM decisions to other assets will have an impact on the operations of the network, such as traffic flows, that depend on traffic management and operations. The timing of the traffic management installation could span from the 20 minutes necessary to “make safe” a pothole in a live travel lane, to the multi-year management of lanes through a construction zone. Delivery of the TAMP is therefore dependent on safe, planned, and dependable access to the transportation infrastructure. Several agencies have realized the need to link TAM and TSMO from the early stages of developing their TAMP; however, establishing the connection was challenging and hard to achieve in most cases. Currently, Ohio DOT is in the process of connecting TSMO and TAM as reported in their TAMP. Additionally, Caltrans has been including their transportation management system (TMS) technology assets into the TAMP.


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.


Proposed Research Activities

This field has not yet been completed.

Desired Products

This field has not yet been completed.

Notes & Considerations

This field has not yet been completed.

Funding

500000

Project Source

This field has not yet been completed.

External Link


Estimated Timeframe

18-24 months

Anticipated Start Date

February 22, 2021

Anticipated Completion Date

January 31, 2023

A Guide for Incorporating Maintenance Costs into a Transportation Asset Management Plan

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 23-08

Background & Problem Statement

The Moving Ahead for Progress in the 21st Century Act (MAP-21) established a performance-based Federal-Aid Highway Program that includes a requirement for state departments of transportation (DOTs) and metropolitan planning organizations (MPOs), and other transportation planning agencies to develop and regularly update a risk-based Transportation Asset Management Plan (TAMP). The TAMP is designed to identify investment and management strategies to improve or preserve asset conditions as well as the performance of the National Highway System (NHS). Although only pavements and bridges on the NHS are required to be included in the TAMP, states are encouraged to include additional assets. At a minimum, the TAMP should include the following:

A summary of NHS pavement and bridge assets, including a description of conditions;
Asset management objectives and performance measures;
Identification of any performance gaps;
A life-cycle cost and risk management analysis; and
A 10-year financial plan and corresponding investment strategies.
While most states are able to capture past and planned expenditures on capital projects, states are finding it challenging to incorporate maintenance costs into their TAMP.

The absence of maintenance cost data in a TAMP must be addressed to capture the full amount of investments being made by states in the transportation system. This issue is especially important as state transportation agencies increase their attention to system preservation, placing greater emphasis on preventive maintenance.


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.


Proposed Research Activities

The research plan should (1) include a kick-off web conference to review the amplified work plan with the NCHRP project panel, convened within 1 month of the contract’s execution; (2) address how the proposer intends to satisfy the project objective; (3) be divided logically into (at least) two phases encompassing specific detailed tasks for each phase that are necessary to fulfill the research objectives, including appropriate milestones and interim deliverables; and (4) incorporate opportunities for the project panel to review, comment on, and approve milestone deliverables. It should also include a review of other related studies in general and NCHRP research studies in particular.

In response to the objective, the research plan should

• Identify and review previous and ongoing NCHRP studies and other research indicative of the state-of-the-art with respect to defining, calculating, and incorporating maintenance costs in asset management plans;

• Review a diverse sample of existing TAMPs and summarize the extent to which maintenance costs are incorporated into the life cycle-cost analysis, risk and uncertainty analysis, and benefit-cost, financial planning and investment strategies; and identify key gaps in how maintenance costs are considered in a TAMP;

• Determine adequacy of available maintenance cost data to support the needs in each TAMP content area and identify what information is needed as a function of asset categories; and
• Develop guidelines to better account for past and planned maintenance costs as states develop their TAMP;
o Consider agencies at various levels of maturity in terms of their maintenance management practices in the guidelines and address special requirements necessary to incorporate assets in addition to pavements and bridges in the TAMP; and
o Consider how to address the impact on future maintenance cost increases from assets brought to the transportation system as a function of new capital improvements.

Phase I

At a minimum, work in Phase I will include the following steps:

1. Review of existing experience and conditions affecting inclusion of maintenance costs in TAMP;
2. Identify the types of assets that will be considered in the analysis in addition to pavement and bridges;
3. With assistance from the NCHRP panel, identify potential DOTs and other transportation agencies as subjects of a set of case studies for developing procedures for, and benefits from, the inclusion of maintenance costs in the TAMP;
4. Carry out the case studies and gather information from selected agencies to identify and evaluate data requirements, availability, opportunities, and constraints; and
5. Create a preliminary framework for the guide to be refined in Phase II, for incorporating maintenance costs in TAMPs, comprising a basic structure identifying tools, techniques, and procedures.

The work accomplished in Phase I will be documented in an interim report that describes the preliminary steps necessary to analyze and understand the process and requirements for incorporating maintenance costs in TAMPs. The NCHRP project panel will meet with the research team at the end of Phase I to review the interim report. NCHRP approval of the interim report is required before proceeding with Phase II.

Phase II

Building on the framework presented in Phase I and input from the NCHRP panel following the interim review, the research team will follow up with the agencies that previously participated in the case studies to refine and expand that preliminary framework, creating a guide for state DOTs and other transportation agencies on how to develop the resources and procedures for incorporating maintenance costs in TAMPs. At a minimum, this guide will include the following:

1. Procedures for identifying, collecting, and managing required data;

2. How to use 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. 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. Components of a financial plan showing anticipated revenues and planned investments in capital and maintenance costs for the next 10 years.

Final deliverables of Phase II will include at a minimum:
• A detailed guide for state DOTs and other transportation agencies on requirements for incorporating maintenance costs in TAMPs, defining critical steps necessary to acquire resources and necessary data, and to implement new procedures;
• A contractor’s final report that documents the entire research effort. This report should also include recommendations for additional validation in diverse settings, research on applicable procedures, data collection, analytical methods, and tools;
• A stand-alone executive summary that outlines the findings and recommendations;
• Communication material aimed at state DOTs and other transportation agencies that explains the benefits of using the guide and the potential return on investment in expanding the TAMP to include maintenance costs; and
• A stand-alone technical memorandum entitled, “Implementation of Research Findings and Products” (See Special Note B).

The research plan should build in appropriate checkpoints with the NCHRP project panel including, at a minimum, (1) a kick-off teleconference meeting to be held within 1 month of the contract’s execution date; (2) the face-to-face interim deliverable review meeting to be held at the end of Phase I; and (3) at least two additional web-enabled teleconferences tied to NCHRP review and approval of any other interim deliverables as deemed appropriate.


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Funding

350000

Project Source

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External Link


Estimated Timeframe

18 months

Anticipated Start Date

September 22, 2020

Anticipated Completion Date

February 19, 2022

Further Enhancements and Content for the AASHTO Transportation Asset Management Guide

Research Project

Description

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Project Number

NCHRP 08-137

Background & Problem Statement

Over the past two decades, asset management practice in transportation asset management (TAM) has been progressing with guidance produced from NCHRP Project 20-24(11), Asset Management Guidance for Transportation Agencies, initiated in 1999 and completed in 2002; NCHRP Project 08-69, Supplement to the AASHTO Transportation Asset Management Guide: Volume 2—A Focus on Implementation (TAM Guide II), initiated in 2008 and completed in 2010; and the current project NCHRP Project 08-109(01), Updating the AASHTO Transportation Asset Management Guide—A Focus on Implementation (TAM Guide III). TAM is an area of great importance to state departments of transportation (DOT) and other transportation agencies. As defined in the transportation legislation Moving Ahead for Progress in the 21st Century (MAP-21), TAM is a “strategic and systematic process of operating, maintaining, and improving physical assets… that will achieve and sustain a desired state of good repair over the life cycle of the assets at minimum practicable cost.” In recent years interest in TAM has intensified in part due to the asset and performance management requirements introduced in MAP-21.

NCHRP Project 08-109, resulting in TAM Guide III, has developed an updated and new version of the existing AASHTO TAM Guide II using a new framework for asset management that has been adapted from the one developed by the UK-based Institute of Asset Management. This project was initiated to improve the existing guide’s effectiveness and thereby advance the practices of public-agency TAM. The research has been conducted in two phases, with the first phase focused on assessing the effectiveness of the current guide and developing a strategy for improving the guide’s effectiveness and presenting the guide in a form well suited to future updating. The second phase focused on developing the new print version of the TAM Guide III, as well as producing a TAM Guide III Digital Guide that will be added to AASHTO’s TAM Portal (http://tam.transportation.org).


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.


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Funding

450000

Project Source

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External Link


Estimated Timeframe

18 months

Anticipated Start Date

February 12, 2021

Anticipated Completion Date

November 13, 2020

Guidance on Using Performance-Based Management Approaches for Maintenance

Research Project

Description

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Project Number

NCHRP 08-136

Background & Problem Statement

Ongoing investments in maintenance are key to preserving the highway system and keeping the traveling public moving in a safe and reliable manner. However, it has been difficult for state departments of transportation (DOTs) to obtain adequate and consistent levels of funding to support maintenance needs. In 2014, a domestic scan was conducted to identify Leading Management Practices in Determining Funding Levels for Maintenance and Preservation (Scan 14-01). The scan identified three state DOTs that are using maintenance performance data to support the statewide allocation of funding for maintenance activities. Several additional state DOTs use maintenance performance data to allocate the funds provided for maintenance, but the degree to which performance data are used varies considerably. Using implementation funding provided under National Cooperative Highway Research Program (NCHRP) Project 20-44, a peer exchange was conducted to promote and disseminate the leading practices that were revealed during the 2014 domestic scan. A total of 45 individuals participated in the peer exchange, representing maintenance personnel from 27 state DOTs, private-sector industrial firms, and the Transportation Research Board (TRB). Although many of the maintenance practitioners collect maintenance performance data as part of a Maintenance Quality Assurance (MQA) program, the results are largely underutilized because agencies had little confidence in the data, an inadequate amount of data is being collected to make meaningful decisions, and/or early champions in an MQA program have retired and new employees do not understand its purpose.

Because of the importance to maintenance in life-cycle planning and with the planned investment strategies included in a state DOT Transportation Asset Management Plan (TAMP) specifying planned expenditures in maintenance and preservation activities, it is critical that the disconnect in the use of performance-based management is addressed through the development of guidance on how those management approaches can be best applied to maintenance activities. This will help advance the use of performance-based decisions, as promoted by the AASHTO Committee on Performance-Based Management, and advance the objectives of the AASHTO Committee on Maintenance. To address the needs of both asset management and maintenance personnel, the guidance should address three items: (1) Data-related issues, including the types of performance measures to use (level-of-service [LOS] or pass/fail), the number of samples needed to confidently report levels of service at the district or shop levels, strategies for ensuring consistency on a statewide basis, and leading practices for using technology to maintenance inventory and condition information. (2) Business processes and procedures that support performance-based management, including data strategies to influence maintenance funding allocations, methods of estimating resources required to move from one LOS rating to another, approaches for linking maintenance work activities to performance measures, and ways to hold employees accountable for their performance. (3) Informational or educational needs, including strategies for estimating the benefits associated with a shift toward performance-based management for maintenance and building buy-in among practitioners.

The research will develop guidance in each of the areas listed to support the increased use of performance-based management strategies in maintenance departments. Rather than produce a written guidance document, the results of the research will be presented within a web-based MQA portal that allows maintenance practitioners to navigate the issues associated with the use of performance-based management techniques for maintenance. Following completion of the research, the team will establish the portal framework and populate high-priority areas. Over time, additional features can be incorporated into the portal as funding allows. Initially, the MQA portal, which is expected to be hosted by AASHTO, may include a document library, web-based training modules, MQA apps and tools, and a peer exchange forum. In the future, the portal could be expanded to include a question-and-answer (Q&A) forum, tools to calculate the cost of moving from one level-of-service rating to another using agency data, or apps and tools developed by one DOT to be shared with others. A final report will be developed to document the portal content, the results of the research efforts, and the primary sources used to generate the content.


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.


Proposed Research Activities

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Desired Products

Using a web-based portal, the guidance will be presented in a variety of formats, including peer comparisons, online tools to help agencies address issues that hinder their use of MQA programs, online resources produced during the research, and online training materials to further assist maintenance departments with implementing performance-based practices.


Notes & Considerations

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Funding

500000

Project Source

AASHTO Committee on Performance-Based Management

External Link


Estimated Timeframe

24 months

Anticipated Start Date

January 22, 2021

Anticipated Completion Date

February 19, 2022

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NCHRP 20-100

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NCHRP 20-100

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NCHRP 08-36(126)

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NCHRP 08-90

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Asset Management Approaches to Identifying and Evaluating Assets Damaged Due to Emergency Events

Research Project

Description

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Project Number

NCHRP Synthesis 20-05/Topic 50-15

Background & Problem Statement

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Objectives

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


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Funding

45000

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May 28, 2020

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TCRP E-11

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TCRP E-12

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Description

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Project Number

NCHRP Synthesis 20-05/Topic 47-05

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Case Studies in Cross-Asset, Multi-Objective Resource Allocation (NCHRP Report 921)

Research Project

Description

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Project Number

NCHRP 08-103

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

398300

Project Source

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External Link

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Estimated Timeframe

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Anticipated Start Date

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Anticipated Completion Date

March 5, 2019

Geotechnical Asset Management for Transportation Agencies, Volume 2: Implementation Manual (NCHRP Report 903)

Research Project

Description

This report presents a manual that can be used to implement Geotechnical Asset Management (GAM) planning.
There are several downloadable files that accompany Volume 2.

Links to those files and the information they contain include the following:

Appendices

http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_903_appendices.pdf

Planner
This file contains the spreadsheet-based (Microsoft Excel) tool. User information for the GAM Planner is provided in Volume 2, Appendix A.

http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_903_gamtool.xlsm

Template
This file contains a spreadsheet-based (Microsoft Excel) worksheet template for a life-cycle cost investment analysis tool. The template supports the process of selecting project-level treatment alternatives in GAM and can be used for investment-based treatment alternative analysis that considers asset or project life-cycle costs including design, O&M, and any potential rehabilitation or reconstruction treatments. User information for the NPV Template appears in Volume 2, Appendix E.

http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_903_template.xlsx

Training Slides
This file contains a slide-based presentation (created in Microsoft PowerPoint) that can be used during training for GAM.

http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_903_presentation.pptx


Project Number

NCHRP 24-46

Background & Problem Statement

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


Objectives

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Notes & Considerations

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Funding

500000

Project Source

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Estimated Timeframe

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Anticipated Start Date

July 27, 2016

Anticipated Completion Date

March 1, 2019

Geotechnical Asset Management for Transportation Agencies, Volume 1: Research Overview (NCHRP Report 903)

Research Project

Description

This report provides an introduction and scalable guidance for state transportation agencies on how to implement risk-based geotechnical asset management into current asset management plans. Volume 1, Research Overview, details the scope, process, and findings of the study.


Project Number

NCHRP 24-46

Background & Problem Statement

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


Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

500000

Project Source

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Estimated Timeframe

This field has not yet been completed.

Anticipated Start Date

July 27, 2016

Anticipated Completion Date

March 1, 2019

A Guide to Developing Financial Plans and Performance Measures for Transportation Asset Management (NCHRP Report 898)

Research Project

Description

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


Project Number

NCHRP 19-12

Background & Problem Statement

This field has not yet been completed.

Objectives

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


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Notes & Considerations

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Funding

350000

Project Source

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External Link


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Anticipated Start Date

May 11, 2016

Anticipated Completion Date

January 1, 2019

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Right-Sizing Transportation Investments: A Guidebook for Planning and Programming

Research Project

Description

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


Project Number

NCHRP 19-14

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

This field has not yet been completed.

Desired Products

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Notes & Considerations

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Funding

500000

Project Source

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Estimated Timeframe

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Anticipated Start Date

February 3, 2017

Anticipated Completion Date

March 11, 2020

Research Project

Description

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Automated Pavement Condition Surveys (NCHRP Synthesis 531)

Research Project

Description

This field has not yet been completed.

Project Number

Synthesis 20-05/Topic 49-15

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

45000

Project Source

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External Link

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This field has not yet been completed.

Anticipated Completion Date

November 30, 2019

Benchmarking and Comparative Measurement for Effective Performance Management by Transportation Agencies

Research Project

Description

This field has not yet been completed.

Project Number

NCHRP 20-118

Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

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Notes & Considerations

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Funding

500000

Project Source

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External Link

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This field has not yet been completed.

Anticipated Completion Date

May 15, 2019

Research Project

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Management and Use of Data for Transportation Performance Management (NCHRP Report 920)

Research Project

Description

This field has not yet been completed.

Project Number

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Background & Problem Statement

This field has not yet been completed.

Objectives

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


Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

300000

Project Source

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External Link

http://www.trb.org/Main/Blurbs/179095.aspxThis field has not yet been completed.

Estimated Timeframe

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This field has not yet been completed.

Anticipated Completion Date

July 11, 2019

Research Project

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Performance Management Reporting Peer Exchange Final Report – NCHRP Project 20-24 Task 124

Research Project

Description

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Project Number

NCHRP Project 20-24 Task 124

Background & Problem Statement

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


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125000

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August 16, 2018

Anticipated Completion Date

December 26, 2019

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Guidelines to Incorporate the Costs and Benefits of Adaptation Measures in Preparation for Extreme Weather Events and Climate Change (NCHRP Report 938)

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NCHRP 20-101

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Objectives

The objective of this research is to provide guidance that enables transportation decisionmakers to integrate analysis of the costs and benefits of adaptation measures in preparation for extreme weather events and climate change.


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299210

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http://www.trb.org/Main/Blurbs/180405.aspxThis field has not yet been completed.

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August 28, 2015

Anticipated Completion Date

March 5, 2019

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Attracting, Retaining, and Developing the Transportation Workforce: Design, Construction and Maintenance (NCHRP 02-25)

Research Project

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Objectives

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


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Funding

700000

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May 7, 2019

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August 18, 2021

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Anticipated Completion Date

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Project Number

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding

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Project Source

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External Link

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Estimated Timeframe

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Research Project

Description

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Background & Problem Statement

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Objectives

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Proposed Research Activities

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Desired Products

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Notes & Considerations

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Funding