Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance (2015) / Chapter Skim
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1 C H A P T E R 1 1.1 Problem Definition and Project Purpose The objective of this research was to explore and provide guidance on how decision makers at transportation agencies can better analyze and communicate the likely impacts of system performance across multiple investment types to essentially make good on performance targets. By providing an analytical data-driven performance-based framework and tool prototype for crossasset resource allocation, this research helps answer the question, "What investments should be programmed to best meet agency priorities?
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2 Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance DOTs on implementation challenges, and field tested the framework and tool prototype across the country through workshops with transportation practitioners and decision makers. This guidebook of findings is presented with a playbook (Chapter 4)
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Research Summary 3 By directing agency resources toward the most cost-beneficial investments, performancebased planning principles are reinforced. The framework is consistent with guidance provided in the AASHTO Transportation Asset Management Guide: "An agency must be able to demonstrate that they are making progress on established goals and objectives and set goals and objectives tied to measurable metrics; make resource allocation decisions based on these goals and objectives and the funding available using the metrics to guide the decision making; and then demonstrate to its customers the results of the investments" (AASHTO, 2011)
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4 Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance of exactly what is gained and lost by allocating resources in a specific way, thus allowing them to consider the benefits and implications of investment decisions. In this way, the framework and tool prototype can be used to facilitate meaningful discussions around what truly matters to executives, practitioners, stakeholders, and users of the transportation system given the complexity involved in applying limited resources to achieve comprehensive performance goals.
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Research Summary 5 • The tool prototype was designed to be a proof of concept and shows that a performancebased cross-asset resource allocation framework can be implemented using data and information currently available to transportation agencies. The tool prototype directly employs the framework but is flexible to allow for agency-specific implementation and reinforces scenario planning, using what-if scenario development via optimization algorithms that consider budgeting and target-setting constraints.
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6 Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance NCHRP Report 660: Transportation Performance Management: Insight from Practitioners underscores the importance of performance measures as they relate to performance management: "In the last several years, there has been a shift from performance measurement to performance management as well as from reporting whatever data are on hand to carefully and strategically selecting measures, setting targets, reporting measures, and using this information to shape decisions" (Cambridge Systematics, Inc., and High Street Consulting Group, 2010)
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Research Summary 7 data to support quantitative analysis. The benefits of the framework is that, if the data are not available, professional judgment can be used to qualitatively assess the impact.
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8 Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance the Interstate Highway System (Dye Management Group et al., 2010)
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Research Summary 9 for pavement maintenance programming (Fwa et al., 2000) , maintenance cost versus reliability (Deshpande et al., 2010)
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10 Guide to Cross-Asset Resource Allocation and the Impact on Transportation System Performance • What are the major differences in the approaches state DOTs use to make resource allocation decisions? • What institutional barriers and other constraints exist that could limit the ability of state DOTs to adapt their resource allocation decision-making practices?
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Research Summary 11 establishing overt relative priorities between different goals and objectives. Moreover, DOTs often share resource allocation decision-making authority with MPOs, regional planning organizations, or local governments, but the goals, objectives, and relative priorities of these partner agencies may be poorly aligned (e.g., an MPO may be focused on mobility while a DOT is more concerned with preservation)
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