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Transportation Asset Management Plan

In 2017, IDOT began developing its first Transportation Asset Management Plan (TAMP) to guide the agency’s new approach to operating, maintaining and improving the state’s vast network of highways and bridges.

Illinois’ final TAMP was submitted to the Federal Highway Administration (FHWA) on June 28, 2019 and approved by the FHWA on August 29, 2019. While a big change for Illinois, the new guidelines driving IDOT’s asset-management decisions will create a stronger, safer transportation system for all who use it.

To put it simply, 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.


In July 2012, Moving Ahead for Progress in the 21st Century (MAP-21) codified asset management principles into law. This legislation establishes a performance-based highway program with the goal of improving how federal transportation funds are allocated. In addition, MAP-21 requires each state DOT to develop a risk-based Transportation Asset Management Plan (TAMP).   

As defined by the Federal Highway Administration, a Transportation Asset Management Plan (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.”

Historically, IDOT’s approach to maintaining highways and bridges has been “worst first,” meaning assets in worst condition receive priority for funding. These repair and reconstruction projects are often very costly and time-consuming. As resources become increasingly limited, this methodology allows little margin for funding maintenance treatments that would prevent assets in good condition from worsening.

A TAMP encourages DOTs to shift programming and treatment decisions from a “worst first” mentality toward one that’s focused on preservation and outlines how a state will develop and implement long-term strategies for proper maintenance of highways and bridges to ensure a longer life.

Accounting for IDOT’s current funding levels and the present state of roads and bridges, it will take several years to “achieve and sustain a desired state of good repair over the lifecycle of the assets at a minimum practicable cost.” However, the TAMP will ultimately yield higher percentages of roads and bridges in acceptable condition.

Program Implementation

Implementing the TAMP will be a major change in funding philosophy, so IDOT will be implementing it gradually. Beginning with the Fiscal Year 2019-24 Multi-Year Program/Proposed Highway Improvement Program, the department provided funding targets to programming engineers at each IDOT district with specific directions to designate a small percentage of their program to preservation treatments for roads and bridges.

Other implementation exercises forecasted for future programming include the following:

  • Data collected on asset condition and field work will be used in lifecycle planning.
  • More specific decision trees will be developed to ensure correct treatment decisions are made.
  • Software will be purchased for use by Central Office and district programming staff to help in the selection of the correct projects at the correct time with available funding..

The completed TAMP is due June 30, 2019. Following FHWA certification, IDOT must update its TAMP and its development process every four years. The department’s progress toward achieving the goals set in the TAMP will be evaluated annually.


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.

Federal Targets

As required by the FHWA, IDOT has set 2- and 4- year performance targets for pavements and bridges. IDOT’s targets for pavements and bridges are shown below.



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)