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Transportation Asset Management Plan

In 2018, when IDOT's first Transportation Asset Management Plan (TAMP) was certified, IDOT was at a crossroads. There were insufficient resources to maintain the existing state-maintained system of roads and bridges at the State of Acceptable Condition. Without additional revenue, asset conditions would have continued to deteriorate, and desired performance objectives would not be met. This situation demanded that future investments in IDOT’s highway system be strategic, addressing agency priorities that balance system preservation with external emphasis on quality of life and economic growth.

In 2022, the TAMP was updated to summarize the progress made in all asset management areas and detail the processes in use and results anticipated from FY 2023 through FY 2032. The TAMP update incorporates the additional funding provided by Illinois’ Rebuild Illinois (RBI) capital improvement program, signed in 2019, and the Infrastructure Investment and Jobs Act (IIJA), passed by the Federal legislature in September 2021. Because Illinois had the RBI in place, it was poised to be able to maximize the potential available funding from the IIJA. By initiating the changes contained in the 2018 initial and 2019 final TAMPs, IDOT ensured that processes were in place to make the most effective use of both revenue increases. The TAMP was certified by the Federal Highway Administration (FHWA) on January 24, 2023.

The TAMP prioritizes the maintenance of roads and bridges to save the state — and taxpayers — money in the long run, just as we spend money on things like oil changes and fresh paint to maintain our vehicles and homes to avoid more costly repairs later. This maintenance is known as preservation in the transportation industry.

For additional information view the fact sheet.

Background

Current federal legislation requires all state DOTs to develop a risk-based TAMP that describes how the state’s roads and bridges on the National Highway System (NHS) “will be managed to achieve system performance effectiveness and state DOT targets for asset condition, while managing the risks in a financially responsible manner, at a minimum practicable cost over the life cycle of its assets.” The requirement to develop a TAMP was first established in federal legislation passed in 2012, commonly known as the Moving Ahead for Progress in the 21st Century (MAP‑21) Act. The TAMP requirement was retained in the subsequent federal legislation, commonly known as the Fixing America’s Surface Transportation (FAST) Act, which also includes requirements for performance-based management. The Infrastructure Investment and Jobs Act (IIJA) was passed in 2021 and continued the requirement for risk-based TAMPs and added a requirement for states to consider extreme weather and resilience in the life-cycle planning and risk management processes and analyses. The FHWA established the rules that govern the processes that must be used to develop the TAMP, the minimum requirements that apply, the penalties for failure to develop and implement a TAMP, and the minimum standards for tools to support the TAMP development.

As defined by the Federal Highway Administration, a TAMP is a “strategic and systematic process of operating, maintaining and improving physical assets, with a focus on engineering and economic analysis based upon quality information, to identify a structured sequence of maintenance, preservation, repair, rehabilitation and replacement actions that will achieve and sustain a desired state of good repair over the lifecycle of the assets at minimum practicable cost.”

It was noted in the 2019 TAMP that because it typically takes several years for projects to be identified, programmed, and constructed, the results of the wholesale changes IDOT began to make to its planning and programming processes would not be fully realized for three to five years. More immediate changes began to be realized as the agency finalized its updated guidance on treatment selection to support its new preservation-based investment strategies. Three years after the 2019 TAMP was certified, the longer-term improvement in system conditions have begun to materialize.

TAMP Implementation

IDOT is committed to ensuring the success of its asset management initiatives as a way to improve system conditions while managing the network through strategic, cost-effective improvements. IDOT recognizes that asset management is not a static process; rather, it requires continual evaluation of the process to identify possible changes that could be made to agency policies and practices that will help improve efficiency, reduce risks, and address agency priorities.

IDOT’s implementation accomplishments since the 2019 TAMP was completed include improved project and treatment selection guidance, district training on preservation practices, and consideration of repetitive damage in project programming. IDOT has begun to integrate the TAMP with other federally-required plans and has also improved coordination with local owners of NHS pavements and bridges. Additional enhancements are planned within the next several years to further enhance IDOT’s asset management practices. These enhancements include the implementation of an enterprise asset management system, planned for the Summer of 2023.

Several additional research studies are also in process or upcoming, including:

  • Development of element-level deterioration models for bridge elements.
  • Development of alternate rehabilitation strategies for unmarked and low traffic volume roadways.
  • Updating the LRTP, including better integrating the LRTP and TAMP.
  • Initiating a resilience improvement plan.
  • Development of a Carbon Reduction Plan.
  • Harmonizing bridge costs used for asset management, project-level decisions, and jurisdictional transfers.
  • Updating the bridge seismic vulnerability assessment.

Performance

IDOT Measures and Targets - State of Acceptable Condition

The CRS (Condition Rating Survey) rating of 5.5 on Interstates and 5.0 on all other roads is the lowest rating at which preservation treatments remain a cost-effective option to maximize the life of our assets and keep good pavements in acceptable condition by doing the right treatments at the right time.

The IDOT Bureau of Bridges and Structures has determined that a bridge rating of 5 and above on all bridge components is an acceptable condition (fair to excellent).

Federal Performance Measures

Performance measures for the National Highway System (NHS) were established by the FHWA in 2017 to ensure consistency in how performance is reported by the states. All states are to report the percentage of NHS pavements and bridges in good and poor condition every year.         

The FHWA rules define pavement performance thresholds for classifying pavements in Good, Fair, and Poor condition, using the performance criteria shown below.

The FHWA rules define the bridge performance thresholds shown below for classifying bridge components in Good, Fair, and Poor condition, using the National Bridge Inventory (NBI) rating scale.

National Highway System Performance

IDOT collects condition data on Interstate pavements annually and on non-Interstate pavements on a two-year cycle. Bridges receive a routine visual inspection at least every two years, except for some in good condition that are inspected on a four-year cycle. Underwater inspections are performed every five years. Other inspections may be conducted following incidents that threaten bridge stability (e.g., collisions or floods), to monitor special situations, or following new construction.

The results of the most recent NHS pavement condition assessments and bridge inspections may be accessed in the files below. The files contain both the State of Acceptable Condition and Federal Performance Measure results.

Frequently Asked Questions

Q: Why is IDOT making this change?

Transitioning to asset management is a federal requirement, but it’s also simply the right thing to do. This is the more fiscally responsible decision for our state’s transportation system. IDOT’s TAMP will raise the bar for the condition of state highways and bridges while saving the state—and taxpayers—money in the long run.

Just as we spend money on things like oil changes and fresh paint to maintain our vehicles and homes to avoid more costly repairs later, asset management prioritizes the maintenance of roads and bridges to ensure a longer lifespan.

Making proactive and strategic investments in our infrastructure extends the life of our assets—our highways, transit systems, airports, waterways and bicycle/pedestrian facilities.

Q: What does this mean for IDOT’s industry partners?

Among the most notable changes will be in the types of projects IDOT is letting, including a growing number of preservation projects.

Q: What changes will members of the public notice?

In keeping with the new emphasis on maintaining assets in a state of acceptable condition, IDOT will be performing upkeep on roads in better condition while allowing roads in worse shape to remain serviceable but in poor condition until funding is available to improve them.

Q: Will this approach lead to unsafe roads?

No, this does not mean IDOT will let bad roads become unsafe. IDOT will continue to keep roads that are in poor condition serviceable and safe for the traveling public.

If you have any additional questions submit them to: DOT.OPP.AssetManagement@illinois.gov 

Transit Asset Management Plan

Facing aging infrastructure and increased regulations and requirements, the Illinois Department of Transportation (IDOT), Illinois Public Transit Association (IPTA), and Rural Transit Assistance Center (RTAC) at Western Illinois University came together more than a decade ago to begin forecasting public transit needs in Downstate Illinois (defined as Illinois, exclusive of the Chicagoland metropolitan area).

Each year, RTAC runs a Capital Needs Assessment (CNA), which surveys agencies across the state on their revenue vehicles, stations, administrative and maintenance facilities, and guideway infrastructure to compile a comprehensive capital asset inventory. This inventory represents the transit assets of all 56 rural, small urban, and urban agencies providing transit services outside of Chicago.

Analysis of this inventory in the CNA model allows IDOT leadership to estimate Downstate transit needs for the next 10 years and has aided their advocacy for transit infrastructure improvements since 2002. The CNA model also determines the current state of good repair (SGR) backlog for transit in Downstate Illinois, similar to the estimates the Federal Transit Administration (FTA) provides for nationwide transit to the US Congress in the Conditions and Performance Reports.

Transit Asset Management Plan Update (September 2022)

Transit Asset Management Plan (September 2018)