Information Technology for Efficient Project Delivery (2008)

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37 The most promising business practices and technology dis- covered as a result of the synthesis study are the concepts of three-dimensional (3D) design and construction models applied toward the delivery of transportation construction projects. The case study involving the New York State Depart- ment of Transportation (DOT) proves that DOTs can align their business practice efforts toward the successful creation of 3D models that increase internal efficiencies and assist the contractor externally in the layout and grading of the projects. The review of current literature supports this conclusion with the reports from the last few years concerning the building information modeling (BIM)—the successful and proven project delivery system becoming popular in the vertical con- struction industry. From the Synthesis’ small number of case studies and interviews, we have modified the term to trans- portation information model (TIM). The TIM concept is pro- duced from the hypothetical creation of our integrated process model (IPM) and the concept of smart jobsites such as the Florida DOT is utilizing where project data are accessed wirelessly on the jobsite from a central data reposi- tory. The TIM concept would incorporate the following advantages/efficiencies when it is a mature proof-of-concept: • Efficiency gains in initial surveying when geographic information system/global positioning system data are developed for 3D digital terrain models (DTMs) using fewer required surveyors and project information archived in adjacent TIM project models. • Constructability reviews can be conducted both internally and externally with the 3D models that are collabora- tion efforts between the design and planning functional areas. When other project stakeholders are allowed to contribute data to the model (i.e., vendors and suppliers, consultant designers) and visually observe points of errors and conflicts, problems can be solved within the model before they occur in real physical space. BIM is being used with four-dimensional (4D) computer- aided design (CAD) and virtual reality to define design and constructability problems in the models before ground is ever broken. 4D CAD refers to the incorpora- tion of construction scheduling software applications with the design objects in the 3D model. This combina- tion allows viewing of the time-scaled construction of the project, useful for identifying improper construction sequences and construction crew and equipment spatial conflicts among other things. Virtual reality software applications are being integrated with the 3D models to allow the viewer to experience occupation of the soon- to-be constructed facility. For example, with TIM the viewer could place oneself in a virtual car on the proj- ect and therefore experience variables such as traffic control plans, nighttime lighting, the sequences and phases of traffic maintenance operations, and driver line-of-sight issues. These processes are also being termed “virtual design and construction” and there are proven case studies of their value in the vertical indus- try segments. • Central repository for complete project life-cycle infor- mation. If TIM is to develop like BIM, the 3D project models serve as containment vessels for shared project information among the project stakeholders and partic- ipants. As with the CD-ROM concept used by FDOT, the TIM file would be the digital repository of all project data from all of the functional areas/project life-cycle stages. Unlike the Florida model, the TIM file itself may be stored (temporarily) on a CD-ROM, but its contents would not be file folder structures, but rather structured data schemas tied to design objects. • Reduction of redundant data entry. When all contract par- ticipants can access their digital data electronically and through networks, data on paper forms no longer have to be re-keyed by humans into software applications. • Creation of wireless networked jobsites or smart job- sites. Wireless networks enable the remote retrieval of central repository project data in real time on the jobsite. The corollary is true as well; as-built data that are created on the jobsite can be easily incorporated and stored in the central repository. Wireless networks on the project site allow for the use of handheld computers (more ergonomic than laptops in the field), the use of radio frequency identification (RFID) chips (for materials management and quality control in situ testing), and web- based video cameras (for documentation, validation, and schedule confirmation), all of which are coordinated through a project network. • DOT software development model is becoming more open. Open source software was briefly mentioned earlier in the synthesis. An entire operating system was developed utilizing the Internet network and volunteer programmers. The program (Linux) became mature in the early 1990s and today powers most of the Internet on servers. The licensing that enables this type of develop- ment is unique and specific, and to date has not created software applications for domain-specific applications. CHAPTER NINE CONCLUSIONS AND SUGGESTIONS FOR FURTHER RESEARCH

The two primary software development systems for DOTs are: 1. Bentley Systems, Inc., a private corporation that pro- duces transportation-specific software applications to DOTs for license fees. 2. AASHTO*Ware is a development and licensing agreement between a majority of the DOTs and AASHTO. Through development committees com- prised of DOT personnel, AASHTO receives guid- ance from committee members regarding features desired in software applications that they license for fee to the agencies. The software development is con- tracted to a third-party vendor by AASHTO. The study revealed that some of the applications are cus- tomizable to differing DOT work business processes. Additionally, some licensing agreements provide the application source code to the DOT licensee (for mak- ing changes and functional alterations). • The DOTs are increasingly seeking enterprise archi- tectures from their software applications. Enterprise resource planning (ERP) systems integrate (or attempt to integrate) all data and processes of an organization into a unified system. A typical ERP system will use multiple components of computer software and hard- ware to achieve the integration. A key ingredient of most ERP systems is the use of a unified database to store data for the various system modules. The graphic user interface of such systems is typically a web browser. Currently, the ERP systems are split between the administrative/financial functions and the construc- tion functions of the DOT agencies. An ERP system integrated with a TIM delivery system might be the ideal scenario. The DOT case studies have validated that the 3D modeling concept is mature enough to deliver today, and that at least some agencies are enabling changes in their business processes and functional area mindsets to accommodate this efficient technology for transportation construction project delivery. Based on the case studies and the literature review, there is a gap between TIM concepts that are being conducted cur- rently and those of the entire IPM. Although further DOT case studies may discover more mature TIM concept devel- opments, this study’s limited view, and that of the BIM liter- ature as well, reveals that the 3D model concept is only being fully utilized in the initial stages of the project life cycle. In our case, the TIM model is developed maturely through the design stage, and from there has limited presence in the pro- curement, construction, and maintenance stages. Therefore, the challenges of using TIM through all stages of the project life cycle become as follows: • How will as-built data be added and stored in the 3D model? What standardized fields in which database and of which file type should the construction as-built data be received and retrieved by the model? The mono- 38 lithic CAD object ultimately must somehow be trans- formed into a more granular and robust form amendable to representing the individual work tasks that comprise estimates and detailed schedules. • Should data be stored within a single or a series of con- nected TIM files? • Should all project data be stored in the TIM? Contractors currently allow, and DOTs currently publish, contractor bid prices, work progress quantities, and schedule information. Will they now allow as-built cost data to be captured by the TIM and, if yes, who should have access to that non-public data? It would appear that dig- ital rights management practices would become a part of mature TIM delivery business processes. However, some believe that digital rights management has the potential to reduce efficiency and acts against the shar- ing and collaboration aspects of the delivery system. • Who will own the TIM project? Intellectual property rights to the model data will have to be defined. • Digital data interoperability techniques must be embraced by all project stakeholders. The transportation construc- tion segment urgently needs to define its data dictionary (ontological), schema (industrial foundation classes?), and digital transfer (TransXML?) mechanisms. Stan- dardization of dataset characteristics and attributes is essential for enabling interoperability. • Standardization may be a less cumbersome effort in transportation compared with the other construction industry segments because many of the DOTs have standardized drawings, specifications, pay items, etc., on AASHTO Green Book standards. • Another barrier to the concept of TIM delivery may be the software application production time required to match software application functionality to changes in DOT business processes. • TIM project delivery will require agency personnel trained and proficient in design, information technology skills, collaboration, and construction administrative work-flow processes among others. Based on the preliminary findings in this synthesis study, areas of further and extended research could include: • For standardization efficiency to occur in TIM project delivery, transportation design objects in CAD must be defined (named) and diagrammed with meaning. Points, shapes, and objects in a CAD 3D drawing must represent real entities in the real world. Unless re- definition is to be performed anew with each new proj- ect model, standard hierarchies and ontologies need definition for successive model iterations and model combinations. • Research regarding the gap between monolithic CAD objects that designers produce and the granular, work- task oriented world that contractors operate. Any trans- portation object diagramming effort that does not consider an end product expressed in such contractor

39 terms and subsequent downstream maintenance will not gain significant traction and may end up being merely an academic exercise. This gap can be bridged; how- ever, considerable research as well as practical trial and error is required. • There could be development of functional area policies and procedures for integration of TIM delivery. This study could extend the IDEF diagramming methodology to develop best practice workflows and assign functional role responsibilities as well as skills and knowledge requirements to create an outline for job descriptions and policies and procedures manuals. • There could be a comparison of DOT organizational design to match TIM development and delivery pro- cesses. How does the implementation of TIM delivery affect the existing organizational structures of trans- portation agencies? Are there redundant processes and organizational structure that could be modernized and made more efficient? What are the new required train- ing, skills, and knowledge required of DOT information workers in TIM delivery? • Until mature schemas and ontologies become prevalent and standard, a series of high-level object definitions and attributes may spur the development of the TIM delivery methodology. This might be a starting place for a global transportation or industrial segment-wide terminology that others can build on in the future, thus not delaying technical and process advancements in TIM. The work would be broad enough to be funded in a single research project. • The legal ramifications of TIM delivery must be explored to find balance between the collaboration and sharing of data requirements in TIM delivery and pro- tection of the intellectual property created by individual stakeholders attributed to the model. Areas to explore could include: – Quantifying data sharing/openness versus digital rights management; – Developing a digital communication specification gov- erning the use of model data among the stakeholders; – Customizing intellectual property licensing practices similar to those being created by the Creative Com- mons Corporation that address the balance between full copyrights and public domain; – Exploring liability issues regarding dependence on digital data; and – Developing existing specification reviews and proto- types, if required, incorporating these bulleted features.