Visualization for Project Development (2006)

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35 PRIMARY FINDINGS OF NCHRP SYNTHESIS 229 To better understand the changes and advancements over the past 10 years, it is both useful and prudent to contrast the find- ings in this study with those of the 1996 NCHRP Synthesis of Highway Practice 229: Applications of 3-D and 4-D Visual- ization Technology in Transportation (12). The following statements highlight the findings and conclusions of that synthesis: Because there has been no widespread use of 3-D technologies in transportation, it is not possible to reach any valid conclusions with respect to relative effectiveness, the breadth of application within an agency, public acceptance, or other benefits that may accrue from adopting 3-D and 4-D technologies. Three basic questions have been identified that would be of immeasurable value to transportation practitioners if meaningful answers could be found. Effectiveness of 3-D and 4-D Materials in Design and Communication • . . . [N]o research has been done to relate various 3-D modeling techniques to the effectiveness and cost-savings achieved for a variety of projects. • Appropriate research could identify cost-effective production methods, [and] review procedures and processes that could offer significant savings in the design, permitting, and construction processes. Acceptance and Appropriate Levels of Detail • . . . there is almost always a concern expressed (by professionals) about the public’s suspicion of computer-generated imagery. However, the basis of this suspicion is not well understood. • . . . there is a need to better understand what types of imagery gen- erate the highest levels of confidence and what levels of detail are necessary to effectively communicate concepts, ideas, and out- comes to a variety of audiences. Integration of Visualization Technology with Rules-Based Design Systems • [R]ules-based systems have been developed to evaluate the energy efficiency of buildings based on factors such as fenestration, ori- entation, season, geographic location, and materials palette. • The more sophisticated systems are being developed to provide almost immediate feedback on increases or decreases in energy efficiency as design alternatives are tried. • This same sort of technology is being explored in transportation applications. • One very important feedback loop in these systems will be 3-D visualization. • While the value of 3-D visualization tools as a primary feedback mechanism for rules-based design systems can be demonstrated, a great deal of further experimentation and evaluation is needed to create a cost-effective design system. Transportation Applications Clearly, it is not possible to say how long it will be before any of these technologies become commonplace or reach a level of refinement that will make them more economically attractive . . . [T]hese technologies do represent [a probable] future of the tool base in transportation communication, planning, design, construction, and administration. For these reasons, adminis- trators and professionals charged with the responsibility of developing and operating the computer-based systems of any agency [may wish to] stay abreast of developments in these emerging systems. WHAT HAS BEEN LEARNED SINCE 1996 From the perspective of technology, the capability to develop highly realistic 3-D models, images, and animations for public involvement has significantly improved since the publication of NCHRP Synthesis 229 in 1996. What was once the domain of powerful mini- computers has now become commonplace using personal computers. This improved ability, however, remains to be effectively integrated into the CADD hardware and software that pro- vide the foundation of the design process. Also, although the capability to generate the imagery has improved enormously, our understanding of the principles guiding its effective uti- lization has not. In many cases, the problems relate to institutional organi- zation, whereas in other cases the problems are more man- power, personnel, and training related. In almost all instances there is a problem with the difficulty experienced by practi- tioners in moving the design process (most notably CAD) into CHAPTER FIVE CHANGES IN USE OF VISUALIZATION SINCE 1996

36 the world of 3-D. There is a need for widespread recogni- tion of the importance for the adoption of enterprise-wide programs for dealing with spatial data. The “stove pipe” mentality of keeping systems separate and nonintegrated, which characterizes the design process within many state DOTs, needs to change. This need appears to be the case regardless of whether the use of visualization is for public involvement, for project design, or for machine control and stakeout during construction. FINDINGS IN COMMON WITH NCHRP SYNTHESIS 229 There has been, and continues to be, a growth in and diver- sity of uses of visualization technologies through many aspects of the highway project development process. How- ever, similar to the findings of NCHRP Synthesis 229, the primary focus of using visualization in project development has been during conceptual design in support of public involvement. The case studies contained herein suggest that currently available visualization tools can benefit the interaction between engineers and designers and end users. However, these benefits continue, in large part, to be anecdotal and not substantiated by data. NCHRP Synthesis 229 specifically noted the inability to “reach any valid conclusions with respect to relative effectiveness, the breadth of application within an agency, public acceptance, or other benefits that may accrue from adopting 3-D and 4-D technologies.” The findings of this synthesis provide a better understanding of the breadth of application and acceptance by the public, but there are still no data to support valid conclusions regarding relative effectiveness and benefits of use. In the years since NCHRP Synthesis 229 there have been dramatic reductions in the costs associated with the hardware and software required to generate realistic, high-resolution imagery. Despite this phenomenon, state DOTs remain reluctant to invest in this technology. In addition, where investments have been made, there remains a great deal of uncertainty as to how to best organize to take advantage of the new investments. DOTs are beginning to ask (informally) for both technical training and organizational support on how best to invest, organize, and function with these technologies. Despite today’s heightened awareness of the need for proj- ect collaboration and information management the systems used for planning, design, construction, and public involvement remain largely nonintegrated. Visualization can provide a com- mon source of spatial data for the different functions. The Inter- net, for example, can enable individuals to interact in highly collaborative ways in a visually oriented space and in real time. Still lacking is an effective set of tools to communicate and collaborate effectively in 3-D for transportation engineering organizations, in both intranet and Internet environments.