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Within the second Strategic Highway Research Program (SHRP 2), Project L02 focused on creat- ing a suite of methods by which transportation agencies could monitor and evaluate travel time reliability. Creation of the methods also produced an improved understanding of why and how travel times vary and the factors that create that variation.
This final report provides a brief narrative about what reliability is and how it can be measured and analyzed. A general finding is that reliability is best described by creating holistic pictures like probability density functions (PDFs) and their associated cumulative density functions (CDFs). PDFs are helpful for identifying multimodality or the existence of multiple operating conditions within the data being examined (Barkley et al. 2012; Guo et al. 2010; Fraley and Raftery 2009). CDFs are helpful for seeing if progress is being made in making a system more reliable or for comparing the reliability of one system against another.

The objective of this research are to build a set of performance measures that are unified, user-oriented, scalable, systematic, effective and calculable for intermodal freight management and to develop methodologies to calculate and use the measures.

This research aims to explore performance measures quantified based on different transportation data sources. It examined the major performance measures that can help describe both traffic operations and safety conditions. The available data sources that can be used to derive the performance measures were investigated. Particularly, performance measures related to travel time reliability, incident duration, and secondary crashes have been emphasized. Data-driven methodologies for performance quantification have been proposed for each category. Specifically, improved travel time estimation approaches based on probe vehicle data have been developed for traffic delays and travel time reliability analysis. Second, structure learning algorithms based on Bayesian Networks approach were proposed to mine incident records and predict incident durations that can be used for traffic incident management. Finally, both infrastructure sensor and virtual-sensor-based approaches have been developed to explore traffic sensor data as well as on-line traffic information for identifying secondary crashes. The results shown through the use of actual case studies illustrated that how key performance measures can be used to assess the performance of their systems. This research suggests that by mining existing traffic data sources, more performance measures can be more efficiently and accurately quantified without major expenditures in the deployment of new data collection technologies.

The objectives of this research are to (1) develop guidance for how DOTs and other transportation agencies can enhance their asset-management capabilities through effective adoption of GIS technologies and (2) encourage more extensive adoption of GIS technologies by conducting pilot demonstrations and workshops on implementation of GIS-based asset management. The guidance should have two parts: (a) a presentation for senior DOT leadership providing the business case for investment in GIS technologies and (b) a presentation for practitioners of information on lessons learned from current practice, approaches to evaluating benefits of adoption of GIS technologies, and strategies for how an agency can effectively apply GIS technologies in transportation asset management.

The objective of this research is to develop asset management guidance for selected categories of traffic and safety assets that are owned and maintained by an agency. The selected categories are signs, traffic signals (including beacons, flashers, and ramp meters), markings, barrier systems (including guardrails, end treatments, and impact attenuators), and lighting.

Asset Management is a critical component of any successful business. The BS ISO 55000 series can help businesses to establish an asset management system to optimally manage assets; Implement, maintain and improve an asset management system; Comply with asset management policy and strategy; Demonstrate they’re applying best practise to others; and seek certification of their asset management system by an external organization or make a self-declaration of compliance.

A webpage which provides information on asset management at Utah DOT, including information on the agency's assets, structure, and programming.

The 2013 interim contains updated information for the Manual for Bridge Evaluation, 2nd Edition (2010). It is necessary to have this and the 2011 interim to have all current specification information.

This Report, from NCHRP 08-36/Task 118, is on Performance Measures for State Infrastructure Preservation. It provides a roadmap with some guidance on the highest priorities for agencies to successfully apply performance-based preservation programming. The roadmap is broken into three tiers. Every transportation agency has a different level of maturity in data collection and analysis, asset management, performance management, target setting, and other activities which support performance-based preservation programming. The tiers are intended to provide guidance to those agencies with limited maturity, those with moderate maturity, and those with significant maturity in performance-based preservation programming.

The objective of this research was to develop a guidebook and tool prototype that senior DOT managers may use to analyze and communicate the likely system performance impact of investment decisions across multiple types of transportation assets. The guidebook includes a framework incorporating (a) the several dimensions of system performance important to stakeholders (such as mobility, safety, and community livability); (b) the multiple measures an agency uses to describe condition and service of particular classes of transportation-system assets (such as pavements, signals, and drainage structures); and (c) the targets that an agency may set for the various dimensions of performance.
The framework and tool prototype were developed under NCHRP Project 08-91 to reflect both technical best practices and transportation agency organizational and institutional needs.

This paper reports on performance measures being considered for flexible and rigid surfaced pavements and the threshold values for these measures. A survey was sent to members of the Joint Technical Committee on Pavements and 14 of 20 responded. The performance measures for flexible pavements included International Roughness Index (IRI), rutting and cracking. The performance measures for rigid pavements included IRI, patching, cracking, popouts, faulting, and damaged joints. For each measure, states were asked to define good, fair, and poor both for interstates and other National Highway System (NHS) routes. They were asked to define their system’s performance for given thresholds and for some information about how they collect, process, and use the data. States use rutting and cracking to assess performance of flexible pavements. IRI was the third ranked measure, but it is the measure that is consistently applied to both flexible and rigid pavements. Rutting measurements vary among the states due to the differing methods used to gather the data. These methods include 3-point sensors, 5-point sensors, line lasers, and 3-D cameras. Use of cracking as a performance measure will require consensus building about definitions, measurement methods, and thresholds. The survey responses for rigid pavements were limited to jointed plain concrete because 12 of the 14 states indicated that the majority of their rigid pavements are of this type. Additional work will be required for a faulting measure, because the ability to detect the joint is a function of the distance between consecutive traces. Development of definitions, methods, and thresholds will be required for other rigid pavement performance measures including patching, cracked slabs, and damaged joints.

An overview of the Chicago Transit Authority's plans for approaching adaptation to climate change.