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Suggested Citation:"Chapter Eight - Conclusions and Future Research Needs ." National Academies of Sciences, Engineering, and Medicine. 2013. Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation Projects. Washington, DC: The National Academies Press. doi: 10.17226/22539.
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Page 60
Suggested Citation:"Chapter Eight - Conclusions and Future Research Needs ." National Academies of Sciences, Engineering, and Medicine. 2013. Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation Projects. Washington, DC: The National Academies Press. doi: 10.17226/22539.
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Page 60
Page 61
Suggested Citation:"Chapter Eight - Conclusions and Future Research Needs ." National Academies of Sciences, Engineering, and Medicine. 2013. Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation Projects. Washington, DC: The National Academies Press. doi: 10.17226/22539.
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Page 61

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59 CONCLUSIONS This Synthesis project focuses on the use of advanced geo- spatial data, tools, technologies, and information as they apply to transportation projects. The key objectives were to summarize and document the current state of the practice through detailed literature reviews and online questionnaires. In addition, recommendations on the need for additional research were requested. Ninety-seven responses from department of transporta- tion (DOT) staff (states, District of Columbia, Puerto Rico, and Alberta, Canada) were obtained, with 42 of the geo- graphical information system for transportation (GIS-T) representatives participating (40 of 50 state DOTs plus Puerto Rico and the District of Columbia). In addition, a total of 13 highly experienced, early adopter, private sector service providers were interviewed by phone for additional insights. Nearly 85% of the DOT respondents regularly use geospa- tial technologies, with more than 50% indicating they are pro- active in researching new technology. Almost two-thirds of the DOTs stated that most divisions had integrated advanced geospatial technologies into their daily workflows. The tech- nologies most frequently used by DOTs are global position- ing system (GPS), transportation (GIS), and video logging. The top three factors holding back adoption of new tech- nologies, according to the DOTs, are cost, inertia, and techni- cal expertise. The service providers stated that the top three factors that make DOTs successful at introducing new tech- nologies is an early adopter attitude, an internal champion, and improved safety. The DOTs are experiencing a paradigm shift in their geospatial workflows as the technology moves from two- dimensional (2D) to three-dimensional (3D). Slightly more than 50% of the DOTs reported they have either imple- mented 3D model-based design or are in the process of doing so. Fifty percent of the DOTs reported that geo spatial data are managed centrally, 30% reported the data are man- aged by department, and the rest reported management by multiple groups. Sixty percent of the DOTs publish the results of research only internally. The service providers agreed with this. The DOTs reported that 85% conducted pilot projects to investi- gate new geospatial technologies. A similarly high percent- age was in favor of the use of a centralized website to more effectively disseminate research results. The service provid- ers also supported this idea and the use of focused research demonstration projects. The top three geospatial technology research needs iden- tified by the DOTs were data management, data integration, and the transition from 2D to 3D. The service providers agreed with this. Most DOTs also reported the development of standards was important but were split as to whether they prefer national or state-level standards. The service providers preferred national standards and performance-based specifi- cations. To streamline procurement, the service providers were in favor of prequalifying bidders and establishing indefinite delivery, indefinite quantity (IDIQ) contracts. The literature search revealed several relevant reports and information related to technology use. However, little was available in terms of in-depth analysis and/or consensus on state-of-the-art practices involving advanced geo spatial technologies. As noted previously, the DOTs have been reluc- tant to publish this information if it exists. A number of poten- tial resources have been identified with hyperlinks to their online location, when possible. In some cases, individual states have developed manuals and standards of practice for the use of geospatial technolo- gies and related data accuracies. This includes California, Connecticut, New York, and Massachusetts. GIS data models are also being implemented to standardize the way in which geospatial data are being managed. Some states have established GIS data clearinghouses to better communicate with the public, typically through the Internet. Examples include Georgia, Illinois, South Caro- lina, and Maine. In some cases, advanced data layers for light detection and ranging (LIDAR), orthophotography, and aerial imagery are also available. Research related to the return on investment in advanced geospatial technologies has been conducted, in some cases with multiple transportation agencies pooling their resources. chapter eight CONCLUSIONS AND FUTURE RESEARCH NEEDS

60 The ability of geospatial technologies to improve safety, both for the traveling public and transportation agency employees, was indicated by the questionnaire respondents as one of most important drivers of research and adoption. This certainly applies to the use of Mobile LIDAR, which one service provider indicated could be used to collect as much as 70% of the FHWA-mandated Highway Performance Monitoring System data. This is the key to the use of Mobile LIDAR—“collect once—use many.” However, the challenge is data manage- ment. A concurrent research project (NCHRP 15-44) is in progress to establish the guidelines for the use of Mobile LIDAR for transportation applications. The Global Navigation Satellite System (GNSS) is the primary surveying technology in use today by the transpor- tation agencies. It can be used for the entire range of posi- tioning applications, from high precision to mapping grade. GNSS is one of the core technologies for Mobile LIDAR and Automated Machine Guidance (AMG). Most states have net- works of reference stations established to provide enhanced real-time performance. The Oregon and Kansas DOTs have both published for- ward looking reports that establish a model for what the future transportation agency might look like; these reports have been effective for geospatial technology adoption. They outline a roadmap with reasonable goals and benchmarks. This is a critical first step in the organizational change process. A significant portion of the previously mentioned Oregon DOT automation document is dedicated to the use of AMG or machine control. This technology is a key component of the move to 3D digital workflows. The concepts can also be applied to other activities, such as snow plowing. Photogrammetry and photography are perhaps the most mature geospatial data acquisition technologies, but there are a lot of new techniques, including 3D applications, that are being developed. 3D model-based computer-aided design and GIS are also critically important emerging technologies within the trans- portation agencies. These readily support powerful visual- ization workflows that can increase productivity and make it easier to explain proposed projects to the public. Specific applications, such as pavement roughness and bridge inspec- tions, are also being developed. One of the most challenging geospatial data collection needs is underground utilities. Maine, New Hampshire, and Ohio have experimented with ground penetrating radar as a possible solution. Recent advances in software have made this technology more viable. The use of tablet computers and smartphones is in its infancy. Once the issue of public perception is addressed, these mobile devices will become more commonly used in construction and inspection. FUTURE RESEARCH NEEDS Based on research gaps identified in this study, further research in the following areas may be beneficial: docu- mentation, quality control, implementation, and technol- ogy development. Documentation Information related to geospatial technologies is currently scattered and fragmented for the most part. This Synthesis identified the strong need for improved integration and coor- dination of information regarding geospatial technologies. Particularly, further research could address: 1. An improved understanding and documentation of cost implications of accuracy and precision requirements and what is needed to support specific applications. 2. More effective coordination and dissemination of research project results, both successes and failures, across all transportation agencies and to other inter- ested parties. 3. Case studies examining transportation agencies that are leaders in innovation and why they are leaders, in order to share lessons learned. 4. Experiences with geospatial technology of other federal and transportation agencies [e.g., Federal Emergency Management Agency, U.S. Army Corps of Engineers, and metropolitan planning organizations]. Standards Currently, few standards or guidelines are available for assisting transportation agencies with using advanced geo- spatial technologies. Potential research topics include: 1. Explore development of standards of practice involv- ing the collection and processing of geospatial data, including quality management procedures, certifica- tion methods, accuracy, and lineage. 2. Determine the effectiveness of a standard geospatial data model/infrastructure for transportation. 3. Discover and document effective procedures and sites for certification processes. Implementation In addition to the technological barriers, several organiza- tional barriers can limit the effectiveness of advanced geo-

61 spatial technologies. Potential research topics to assist with implementation include: 1. Identify barriers and effective learning procedures to improve the ability of nonexperts in geospatial tech- nology to be able to utilize the technologies and under- stand their value. 2. Evaluate the effectiveness of committees to promote and assist with 3D technology implementation on behalf of the transportation agencies. 3. Develop a systematic approach to reduce potential bar- riers to the adoption of new geospatial technologies. 4. Pinpoint necessary adjustments to the procurement process that recognize disruptive workflows using new technologies. 5. Identify transportation staff technology operability requirements. This could be completed through a ques- tionnaire evaluating the impact of age distribution of transportation personnel, level of technical expertise, training, potential future gap in expertise, and hiring freezes. Technology Development Given that these technologies are rapidly evolving, there are several opportunities to research the technologies. Primary issues include: 1. Determining potential applications of emerging geo- spatial techniques, such as unmanned airborne vehicles. 2. Understanding the role of visualization enabled by geospatial technologies. 3. Exploring the extent to which transportation agencies are using the following new technologies: inertial measure- ment unit and/or GPS in photogrammetry, digital photo- grammetry, digital cameras, and orthophotographs. 4. Researching the integration of geospatial tools, technol- ogies, and information. Quantifying the benefits of such integration. 5. Evaluating the benefits and difficulties for centralized data management. 6. Developing and documenting procedures and strate- gies for fully digital workflows.

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TRB’s National Cooperative Highway Research Program (NCHRP) Synthesis 446: Use of Advanced Geospatial Data, Tools, Technologies, and Information in Department of Transportation Projects that explores the development, documentation, and introduction of advanced geospatial technologies within departments of transportation.

The report also provides a discussion of strengths and weaknesses of leading technologies, and how they are being used today.

Appendix D: Primary Geospatial Contacts is not included in the print version of the report. It is only available in electronic format.

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