Lunchtime Tech Talk! WEBINAR: Analysis of Local Bus Markets

On October 7, 2020, NJDOT hosted a Lunchtime Tech Talk! Webinar on the Analysis of Local Bus Markets with Deva Deka, Ph.D., Assistant Director, Research, at Rutgers – Alan M. Voorhees Transportation Center, and Susan O’Donnell, Senior Director, Business Analysis and Market Research at NJ TRANSIT. Dr. Deka began the presentation with a general description of the NJ TRANSIT system that operates approximately 250 bus routes throughout New Jersey. Bus riders constitute almost 60 percent of all riders using NJ TRANSIT services, including commuter rail and light rail. For many New Jersey residents, those buses are essential for meeting almost all daily travel needs.

Dr. Deka provided a profile of the demographics of bus users, including household income, race, and vehicle ownership

Dr. Deka provided a profile of the demographics of bus users, including household income, race, and vehicle ownership.

For the past five years, the Alan M. Voorhees Transportation Center of Rutgers University has been conducting onboard surveys of bus riders in different parts of New Jersey for projects funded by the NJDOT Bureau of Research and sponsored by NJ TRANSIT. Dr. Deka, the Principal Investigator for these survey studies, presented the bus survey methodology, and key findings. He described the questionnaire design, survey scheduling, training of surveyors, and the process of data collection, and the post-survey process that has involved data cleaning and weighting, and analysis. Over the five years, the project has generated clean data for over 15,000 riders.

Dr. Deka gave an overview profile of bus rider characteristics and trip characteristics found from the survey research. The survey showed that riders are predominantly Hispanic and/or African-American, lower-income, from households with no car or one car, and dependent on the bus system. The data support the essentiality of bus services for zero-car households and inform analyses of the broader impacts of bus services such as decreases in traffic delays and reductions in greenhouse gas emissions.

In the second half of the presentation, Ms. O’Donnell described the use of the survey data by NJ TRANSIT for planning purposes. The data supports travel demand modeling which replicates existing conditions and predicts future conditions to inform roadway projects and transit projects. This information is shared with New Jersey’s three Metropolitan Planning Organizations, the Port Authority of New York and New Jersey, and the New York Metropolitan Transportation Council. Current data is required in transit grant applications, and contributes to studies related to access to transit, corridors, intermodal systems, and transit oriented development.

To fulfill the agency’s obligations under Title VI of the Civil Rights Act of 1964, NJ TRANSIT uses the data to perform an equity analysis to evaluate the effect of fare changes or service changes on low-income populations and minority populations, and to provide data to help in developing a language assistance plan for Limited English Proficiency populations.

In addition, NJ TRANSIT uses the data when working with advertisers that want to target their message efficiently to specific demographic groups.

The agency’s Newark Bus System Redesign Project will use the data collected in fall 2019 to align and modify bus routes and explore service to new areas. This is the first, and largest, of multiple systems to be evaluated to bring the agency’s entire bus system up to date.

In closing, Ms. O’Donnell presented an update on bus use during the pandemic based on surveys given during April and June. The data shows how important the bus system has been to essential workers.

Following the presentation, the Dr. Deka and Ms. O’Donnell responded to questions asked through the chat feature:

Q. What was the number of questions asked on the survey and what incentives were offered?
A. The survey comprised about 30 questions. Incentives helped increase interest in the surveys and respondents had a chance of winning 1 of 5 $100 gift cards.

Q. Did you consider using IPads rather than paper-based intercept surveys?
A. Dr. Deka noted that they did consider them, but use of IPads limits the number of surveys that can be collected at one time. The surveyor has to stay with the individual using the IPad, and cannot approach other riders at the same time, limiting the efficiency of the survey-taker. Dr. Deka also referenced a Mineta Transportation Institute report that compared data quality and costs for different approaches to on-board transit passenger surveys that found efficiencies with the paper-intercept approach for bus users. Ms.O’Donnell noted that this technology might work at a station or on a platform because a number of surveyors can be located in the same place but is difficult to use on a crowded bus. During the pandemic, IPads probably could not be used due to safety concerns with touching and handling equipment.

Q. What are typical variables used to weight the data to the total ridership?
A. The sample is weighted by direction of the bus, time of day, and the run. A trip is from an origin to the destination and all trips combined is a run. They do not weight the sample by demographic variables or geography because they do not have solid information on the total transit user “universe” population related to these variables.

Q. Did you compare rider survey results by types of service area?
A. No. While there are some suburban routes if you segment or categorize by origins, such as Morristown, almost all routes are generally very urban. It would be possible to use the data to compare by counties.

Q. What is the delay imposed by traffic congestion on buses?
A. Traffic impacts have been an issue that has been looked at by traffic engineers at Rutgers – CAIT some years ago. They collected data traffic signal timings at intersections that the bus traveled through and applied VISSIM for simulations. Dr. Deka said that he could connect anyone interested with the detailed technical methods that the researchers used on that traffic impact study, if they’re interested.

The presentation given by Dr. Deka and Ms. O'Donnell can be downloaded here

A recording of the webinar is also available (see right).

Share Your Ideas on the NJ Transportation Research Ideas Portal!

The New Jersey Department of Transportation’s (NJDOT) Bureau of Research invites you to share your ideas on the NJ Transportation Research Ideas Portal.

We are asking NJDOT’s research customers and other transportation stakeholders to propose research ideas for the NJDOT Research Program. Join us in finding workable solutions to problems that affect the safety, accessibility, and mobility of New Jersey’s residents, workers, visitors and businesses.

REGISTER TO PARTICIPATE.  Once you are registered, you may submit ideas at any time.  If you registered last year, you do not need to register again.

HOW DO I SUBMIT AN IDEA?  Only registered participants can log in to submit a new idea or vote on other ideas to show your support. Register at the NJ Transportation Research Ideas website welcome page here:  https://njdottechtransfer.ideascale.com/

NEXT ROUND OF RESEARCH.  Please submit your research ideas no later than December 31, 2020 for the next round of research RFPs. The NJDOT Research Oversight Committee (ROC) will prioritize research ideas after this date, and high priority research needs will be posted for proposals.

Questions about how to register?
Email: ideas@njdottechtransfer.net

For more information about NJDOT Bureau of Research, visit our website: https://www.state.nj.us/transportation/business/research/

Or contact us:  Bureau.Research@dot.nj.gov or (609) 963-2242

FHWA Announces Every Day Counts (EDC-6) Innovation Areas

Every two years, FHWA works with state transportation departments, local governments, tribes, private industry and other stakeholders to identify and champion a new collection of innovations that merit accelerated deployment through the Every Day Counts Program (EDC). The FHWA’s Center for Accelerated Innovation (CAI) has recently issued the next round of areas of innovation, EDC-6.

EDC is a state-based model that identifies and rapidly deploys proven, yet underutilized innovations to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and improve environmental sustainability. Proven innovations promoted through EDC facilitate greater efficiency at the state and local levels, saving time, money and resources that can be used to deliver more projects.

FHWA’s CAI fosters collaboration between stakeholders within the transportation community through the State Transportation Innovation Councils (STIC), which are charged with evaluating innovations and spearheading their deployment in each state.

FHWA announced that it will officially launch EDC-6 by webinar on September 23, 2020. More information is expected to follow regarding virtual summits during which transportation leaders and front-line professionals from across the country will discuss and identify opportunities for implementing the innovations that best fit the needs of their respective state transportation program. Following the summits, New Jersey will finalize their selection of innovations, establish performance goals for the level of implementation and adoption over the upcoming two-year cycle, and begin to implement the innovations with the support and assistance of the technical teams established for each innovation.  Further descriptions of each of the EDC-6 Innovations are below:

Crowdsourcing for Advancing Operations. State and local transportation agencies need real-time, high-quality, and wide-ranging information to optimize roadway operations for reduced congestion and increased safety. Agencies are increasing the quality and quantity of operations data with crowdsourcing, which enables staff to make better decisions that lead to safer and more reliable travel and apply proactive strategies cost effectively. With crowdsourced data from multiple streams, agencies can capture in real time what happens between sensors, in rural areas, along arterials, and beyond jurisdictional boundaries.

e-Ticketing and Digital As-Builts. Highway construction projects generate massive amounts of valuable data that historically were communicated via paper, but agencies are improving on paper process by integrating them into electronic and digital workflows. Electronic ticketing improves the tracking, exchange, and archiving of materials tickets. Digital information, such as three-dimensional design models and other metadata, enhances the future usability of as-built plans for operations, maintenance, and asset management. Both can increase project safety, quality, and cost savings through efficient data gathering and sharing.

Strategic Workforce Development is among the innovative initiatives in EDC-6 offering strategies to identify, train, and place workers for highway construction jobs.

Next-Generation Traffic Incident Management: Integrating Technology, Data and Training. More than 6 million traffic crashes are reported each year, creating congestion and putting motorists and responders at risk of secondary crashes. Next-generation traffic incident management (NextGen TIM) builds on FHWA’s national TIM responder training program to shorten the duration and impact of incidents and improve the safety of motorists, crash victims, and responders. NextGen TIM offers tools, data, and training mechanisms that can benefit both new and existing TIM programs, including local agency and off-interstate applications.

Strategic Workforce Development. The demand for highway construction, maintenance, and operations workers is growing while the transportation industry is experiencing a revolution of emerging technologies that require new skills. The Highway Construction Workforce Partnership developed strategies and resources to demonstrate the value of a career in transportation and fill the jobs that support the Nation’s highway system. Resources include the “Identify, Train, Place” workforce development playbook and Roads to Your Future outreach campaign to attract and retain workers in highway construction jobs.

Targeted Overlay Pavement Solutions. Pavement overlays represent a significant portion of highway infrastructure dollars. Many pavements in the highway system have reached or are nearing the end of their design life while carrying traffic that exceeds their initial design criteria. Targeted overlay pavement solutions (TOPS) are now available for asphalt and concrete pavements that enable agencies to maximize their investment and help ensure safer, longer-lasting roadways. TOPS will improve performance, lessen traffic impacts, and reduce the cost of pavement ownership.

Ultra-High Performance Concrete for Bridge Preservation and Repair. Ultra-high performance concrete (UHPC)—a fiber-reinforced, cementitious composite material with mechanical and durability properties that far exceed those of conventional concrete—has become popular for field-cast prefabricated bridge elements. Bridge preservation and repair is a new application of UHPC that offers superior strength, enhanced performance, and improved life-cycle cost over traditional methods.

Virtual Public Involvement. Public engagement during transportation project planning and development helps agencies identify issues and concerns early in the process, which can ultimately accelerate project delivery. Virtual public involvement supports agency efforts to engage the public more effectively by supplementing face-to-face information sharing with technology. Techniques such as telephone town halls, online meetings, and social media increase the number and variety of ways to inform the public, receive feedback, and collect and consider stakeholder input.

STIC Incentive Funding Grant Awarded for Local Aid Software Training

FHWA recently announced the award of a State Transportation Innovation Council (STIC) funding grant ($38,490) to support NJDOT’s Division of Local Aid and Economic Development in their efforts to deliver software training to NJDOT and local transportation agency staff to perform electronic plan reviews.

The STIC-funded training initiative will be provided in conjunction with NJDOT’s efforts to implement features of the Project Management and Reporting System (PMRS), initially launched in 2018, to establish electronic document management, electronic plan review, and other 21st century project management innovations to help make project management more efficient. The PMRS is also being designed to integrate with tools, such as Bluebeam® Revu® and geographic information systems (GIS), to enable collaborative plan review and georeferencing project data.

NJDOT is continuing with its plan for an enterprise innovation shift to electronic project management. The NJDOT Division of Local Aid is about to implement Phase 2 of the PMRS.   This implementation includes transitioning plan review from a paper-based process to an electronic process offering greater standardization and tracking capabilities. The Department’s shift is well-aligned with EDC-3’s e-Construction initiative and Local Aid’s objectives to improve program delivery through electronic review.

With this shift, Local Aid project managers will have easier access to project plans and documents from the District Offices in electronic formats from anywhere.  The innovations embedded in the platform and supporting software will enable easy file sharing, efficient project transfers, tracking comments and their resolution, and the ability to track and review previous project phases more efficiently.

The STIC funding will support the NJDOT Division of Local Aid in the development of a software training program for municipal and county engineers and Local Aid staff.  The training will be conducted over a two-month period with various morning and afternoon classes to offer flexibility in scheduling and attendance.  The initial “live” training sessions are expected to be recorded for future online, “on-demand” use.  The course development and training initiative will be carried out by a team that manages the Local Aid Resource Center in association with NJDOT Local Aid staff.

The training seeks to accomplish key goals aligned with the Department’s commitment to using technology to enable staff to be more efficient in accomplishing routine tasks and collaborative activities with external stakeholders.   Ultimately, the transition to an online tool is expected to reduce paper consumption as well as centralize and standardize project management activities.

Click on NJ STIC Incentive Funding Grants to get more information on the purpose, eligibility and uses for which the NJ STIC has sought incentive funding in recent years.

 

Lunchtime Tech Talk! WEBINAR: Evaluation of Precast Concrete Pavement Systems and State Specifications

On June 10, 2020, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! Webinar on "Evaluation of Precast Concrete Pavement Systems and State Specifications.” Dr. Yusuf Mehta, Director of Rowan University’s Center for Research and Education in Advanced Transportation Engineering Systems (CREATEs), introduced the presentation and acknowledged the contributions of individuals and other state DOTs to the research effort.  Dr. Daniel Offenbacker began the presentation with a description of the research study performed for NJDOT to identify, evaluate, and compare precast pavement systems, specifications, and practices currently in use for Precast Concrete Pavement (PCP). The study included an extensive literature review and surveys with Subject Matter Experts from various state DOTs that have experience with precast concrete pavement rehabilitations.

Dr. Offenbacker discussed the benefits and drawbacks of Precast Concrete Pavements.

Rigid pavements play an important role in highway infrastructure, primarily in regions with high traffic density such as New Jersey. NJDOT is continuously exploring innovative pavement rehabilitation strategies, such as Precast Concrete Pavement (PCP), that allow for faster and more durable rehabilitation of rigid pavements. Precast concrete is cast off-site to specifications and installed to match a particular location. Dr Offenbacker noted the benefits of precast concrete systems including quick installation that limits the duration of road closure and requires minimal interaction with drivers. The material is durable and long-lasting. Drawbacks include the high cost, challenges to installation requiring tight specifications, and limited capability among contractors and systems.

The researchers surveyed 17 states and followed up with 8 states that are using PCP systems. Other states shared experiences with systems in use, standards for manufacture and installation, permitting of new systems, and experiences with installation and performance. Eight different state specifications were identified that addressed panel fabrication, bedding and grout stabilization, installation tolerances, and encasement grout.

The research led to the conclusion that installation is critical to PCP performance. Failure is generally due to misalignment or poor leveling. Dr. Offenbacker described a proposed five-step system approval process to be used in New Jersey for acceptance of newly-developed precast pavements. The approval system included materials and slab approval, demonstration of system installation, and proof of performance. Recommendations included use of documented experiences from other states in establishing specifications and exploring development of a generic PCP system for New Jersey.

The research resulted in recommendations for a Precast Concrete Pavement approval process for use in New Jersey

Dr. Offenbacker noted the need for future work to investigate the long-term performance of PCP systems, to prepare a life cycle cost analysis to quantify the economic benefits, to assess the usefulness of intermittent precast systems in light of surrounding pavement deterioration, and to develop a training platform for contractors to insure proper installation.

Following the presentation, participants posed questions via the chat feature. Responding to a question about the use of planar vs. non-planar slabs, Dr. Offenbacker noted that the existing conditions of the roadway would determine which slab would be used to match the existing structure.

A participant asked if there was any criteria for choosing between rapid-set concrete and PCP. Dr. Offenbacker responded that there was no criteria yet for when one would choose one over the other.

A participant asked what Dr. Offenbacker considered the key takeaway from the surveys. He responded that installation was the key consideration. He emphasized the need to understand the economic benefits of PCP, which are starting to outweigh the benefits of other rehab techniques such as rapid-set.

In response to a question about training needed, Dr. Offenbacker noted that training is needed in the specific systems. California requires each contractor to go through a certification process if they want to use precast pavement systems on a regular basis.

A participant asked if deterioration of slabs adjacent to a replacement slab was due to the replacement slab. Dr. Offenbacker replied that the replacement slab would not cause deterioration if installed properly. The roadway may be deteriorating incrementally.

A participant asked if the Federal Highway Administration (FHWA) provided input on QA/QC for underslab grouting and grouting dowel bar slots. Dr. Offenbacker responded that there are thorough specifications for these elements and they are available in the final report.

In response to a question about whether there is a maximum and minimum size for PCPs and how that correlates to performance, Dr. Offenbacker noted that this has not been explored well yet. The typical length is 15 feet.

The presentation given by Dr. Mehta and Dr. Offenbacker can be downloaded here.

For more information about the research study, please access the final report and technical brief here.

For more information about research at Rowan University's CREATES, click here.

A recording of the presentation is also available here (or see right).

Lunchtime Tech Talk! WEBINAR: Dredging, Dredged Material Management and the NJ Marine Transportation System

On May 12, 2020, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! Webinar on "Dredging, Dredged Material Management and the New Jersey Marine Transportation System.” W. Scott Douglas, Dredging Program Manager in NJDOT’s Office of Maritime Resources (OMR), discussed the dredging process, management of dredged material, OMR’s asset management system, and dredging case studies.

Mr. Douglas discussed the extent of New Jersey's Marine Transportation System, and its significance to the local, and larger economy.

Mr. Douglas described the New Jersey Marine Transportation System (MTS) that includes all infrastructure and equipment that connects land-based transportation assets to navigable water. The MTS supports a $50 billion industry that encompasses international and domestic freight, commercial fishing, recreational boating, travel and tourism, marine trades and ferries. NJDOT is directly responsible for maintaining some 200 of the 600 nautical miles of engineered waterways that provide safe navigation pathways to and from the shore-based infrastructure, and provides dredged material management services for another 150 nautical miles of Federal waterway. Since Superstorm Sandy, OMR is the State’s lead agency for these responsibilities, providing planning, design, procurement and construction services and coordinating the State’s waterway emergency response.

The system is divided into three regions: the New Jersey/New York Harbor (the third largest port in the country), the Delaware River, and the Atlantic Shore where NJDOT takes a larger role. Much of their work involves managing clean dredge materials in shallow draft areas where there is little land on which to place the dredged material. Mr. Douglas described the various aspects of the dredging process including bathymetric surveys, sediment sampling and analysis, and permitting, and went on to explain uses of dredged material.

As a natural part of the aquatic ecosystem, sediment is a resource. The Office of Maritime Resources works to reuse the material in various ways depending on the nature and composition of the sediment. Mr. Douglas offered several examples of reuse such as construction fill, beach replenishment, landfill capping, and brownfield redevelopment. The OMR is exploring the use of sediment to increase shoreline resiliency through marsh and dune restoration and other shoreline stabilization techniques, island creation, dredged hole replacement, and habitat creation.

The talk highlighted several facets of collecting, tracking, and dispersing dredged materials.

Mr. Douglas discussed his agency’s Maritime Asset Management tools developed to evaluate cost, conditions, and to help prioritize the Office’s work. Their Waterway Linear Segmentation database, comparable to the roadway Straight Line Diagrams, is a first in the nation for maritime asset management. OMR is assembling a dredged material database. Deployment of these tools is anticipated later this year. OMR’s Maritime Asset Management Systems comprises these two tools and produces plans based on current and future conditions, cost, and availability of dredge system management. The output is similar to the asset management reports used by highway and bridge engineers to assist management in decisionmaking.

Successes of the state’s channel dredging program include 54 channels cleared and 45 nautical miles of waterway opened. Mr. Douglas highlighted three dredging case studies including projects in the Port Jersey Channel, Shark River, and Upper Barnegat Bay. In 2020, OMR has four ongoing projects and four planned projects to open a total of 25 channels.

Participants posed questions via the Q&A feature. Mr. Douglas was asked what quality controls are in place before dredged material is moved. He noted that New Jersey has one of the most stringent systems in place in the country. NJDEP has a list of contaminants related to locations. They test both the sediment before it is moved, and the water, and a mixture of sediment water. If the material is stabilized and placed upland, it is exposed to lab testing and leachate tests on site. Another participant asked if dredging stirs up contaminants. Mr. Douglas replied that it can, and that the rigorous testing is designed to address the possibility. He noted the distinction between navigation dredging to clear a channel and environmental dredging conducted to clean contaminants from a waterway.

In response to a question concerning locations of island creation, Mr. Douglas stated that a group led by the US Fish & Wildlife Service is looking into potentially creating islands in Barnegat Bay.

A participant asked if dredged material could be used in new embankments and walls that NJDOT is building throughout the state. Mr. Douglas responded that the biggest barrier is cost. Straight fill is less expensive and easier to schedule; timing of highway projects with maritime projects has been difficult.

A participant wondered how the required dredge depth is verified once it is completed? Dredge depth is determined before dredging begins. Generally, channel depth has been determined for the entire state. Usually the depth changes only if conditions change, such as would be required with the introduction of larger vessels needing access to ports.

In response to a question concerning work continuing during the COVID-19 outbreak, Mr. Douglas noted that work is continuing and inspectors are on site every day following appropriate and requisite protocols.

The presentation given by Mr. Douglas can be downloaded here.

A recording of the webinar is available here, (or see right).

Tech Talk! Webinar: The Connected Job Site

On November 14, 2019, FHWA sponsored an innovation exchange webinar, "The Connected Job Site," that was live broadcast by the NJDOT Bureau of Research as part of its Tech Talk! series, for NJDOT staff at NJDOT Headquarters in the Foran Building Training Room.

With the recent influx of new technologies such as smartphones, tablets, and drones, and their growing and widespread availability, many ingenious applications have been developed for their effective deployment in construction and operations and maintenance activities in transportation. These technologies have allowed for real-time project monitoring, improved communication among team members, documentation stored on the cloud, and more efficient online scheduling. During this webinar, attendees learned about what exactly connected job sites are, and how various local agencies from around the country have started to utilize these technologies in innovative ways.

FHWA launched the webinar with a short presentation, Ten Examples of Connected Technologies, that highlighted examples of tools and technologies found on the connected job site. The primary objective behind the adoption of these connected technologies is to save time and money and improve safety in operations.  Hardware like smartphones, tablets, laptops, wearable technology and various vehicles and equipment have streamlined communications and planning in performing field work, while software solutions like 3D Modeling and Building Information Modeling (BIM) have improved the accuracy and efficiency of digital representation for physical facilities and infrastructure design. Virtual reality (VR) technologies have also started to find applications in the field, allowing professionals to safely experiment and test ideas in an artificial environment and bring products and concepts to life through visualizations.  Using VR in conjunction with drone technology, for example, has allowed maintenance crews to safely examine parts of bridges that were previously hazardous to inspect. The advent of unmanned aerial vehicle systems, in general, has provided the ability to garner visual information at a lower cost than traditional methods, while keeping workers out of harm’s way.

Connected job sites do not always have to deploy new technologies; sometimes they just re-purpose applications of older technologies in conjunction with new ideas. GPS systems have been around for decades, but when used with new software they are immensely effective in improving efficiency.  Two case examples of this were provided by the local public agencies who participated in the webinar.

Township staff can review actual snow plow routes to improve cost-effective coverage and verify citizen complaints

The Township of Edison’s presentation, Improve Fleet Operations Through the Use of GPS and Telematics, provided by the New Jersey municipality’s Information Technology Manager, described some benefits and challenges of the installation of GPS tracking devices on its vehicle maintenance fleet.  During snow events, the Township was able to monitor the entire routes taken by its snow plow trucks and the specific segments where the plows were used.  Once the monitoring systems were in place, the Township found that it had the capability to more effectively evaluate individual citizen complaints of streets not being plowed adequately.  For example, the Township could check its mapped records of fleet route deployment during storm events, and see if the complaints were "true" and then determine whether a specific snow removal job needed to be repeated.  More broadly, the tool allowed the agency to ascertain whether designated routes were being followed by operators and whether the priority routes themselves were efficient and effective in both design and operation.

This capability had the added benefit of reducing the Township’s liability for alleged property damage. In fact, the Township found that some 50 percent of the claims that asserted that snow plows were hitting parked vehicles could not be substantiated after checking the GPS location of the snowplow trucks and their route history. Insurance claims and payouts were reduced by some 60 percent due to this capacity to technically validate the potential merits of a claim. The Township also found that it was able to improve efficiency in route designs, leading to less wear and tear on equipment, less use of salt and brine, and a reduction in person-hours and overtime costs.

The Township touched upon tool features that improved the monitoring of vehicles for preventative maintenance. As vehicles systems were now connected to a central hub, needed repairs were identified more quickly and systematically, and less dependent on individual driver reports of faults in a vehicle's operation.  Eventually, low use and high maintenance cost vehicles were better identified and retired, allowing for an overall fleet reduction of 35 percent which, in turn, has reduced costs for fuel, insurance, parts and labor.

For Lauderdale uses available individual vehicle operations measures to improve safety and support preventative maintenance progam for its fleet.

The City of Fort Lauderdale’s presentation, How to Improve Fleet Sustainability, jointly given by the City’s Program Manager for Fleet Services and their Automotive and Equipment Specialist, described several features and benefits of their fleet management program, including the use of geofencing. A geofence is a virtual perimeter dynamically generated for a real-world geographic area around a point location, or a predefined set of boundaries. It is typically used for security purposes and to better track people and equipment. Fort Lauderdale used geofencing to help preserve its infrastructure, as it was able to monitor overweight trucks using historic bridges; with this real time technology, they were able to reduce over-weight vehicles crossing the bridge by nearly 90 percent.

Vehicle tracking had the side benefit of making their drivers operate more safely.  The City found that its personnel were less likely to go over the speed limit if they were monitored, and “harsh events” such as braking and sharp turns were also reduced.  Examples of some of the specific and aggregate dashboard performance measures that can be monitored for equipment usage were highlighted.

In the dialogue following both presentations, it was clear that the adoption of the connected technologies changed the way business is being performed. Notably, the tools and performance measures permit increased tracking of the workforce on-the-job.  The presenters acknowledged that it can raise concerns about the level of monitoring available to the local public agency's management team.  However, according to the presenters, the implementation of the systems has generally improved the safety and efficiency of daily operations and contributed to improved maintenance and longevity of their fleets.

While the webinar shared just a couple of case examples primarily focused on fleet management, the FHWA hosts stressed that the future of connected job sites will only grow as the “internet of things” becomes more complex. Everything from automated vehicles, intelligent compaction, drones, and RFID scanners will continue to find new applications, and new ways to save money and enhance safety.

The Connected Job Site webinar is one in a series of Innovation Exchange webinars sponsored by the Center for Local Aid Support (CLAS) in the Federal Highway Administration's Office of Innovative Program Delivery. Through Innovative Exchange webinars, CLAS seeks to bring cutting-edge transportation leaders to the table to share ideas and out of the box innovative practices that have proven results.  More information about this webinar, upcoming webinars, and webinars available on demand can be found here.

Spotlight: New Technology Evaluations

The New Technologies and Products (NTP) Unit in NJDOT’s Division of Bridge Engineering and Infrastructure Management reviews and evaluates new technologies and products submitted by manufacturers, vendors and suppliers. The unit is currently evaluating over 50 products for possible use at NJDOT to address needs related to safety, pavement, drainage, bridges and structures, among other categories.

NJDOT defines a new technology as “any product, process, or material used in the construction and maintenance of roadways and bridges that is not covered by existing NJDOT standard specifications or construction details, thereby requiring a formal evaluation for approval.” Products may receive a formal evaluation if they are finished and marketed, and address high priority needs.

The unit maintains the New Technologies and Products database of tested products from 2002 to the present. The database displays the category, the name of the product with a link to the product webpage, the company and the status of the evaluation. The NTP database status code legend is available on the NJDOT New Technology Evaluations webpage. Products may be actively undergoing testing, in a demonstration phase, or specification development phase, or in other stages of evaluation.

If, through the evaluation process, a technology or product is found acceptable for use on NJDOT projects, development and implementation of a standard specification, construction detail, or design guideline is still needed through a baseline document change.

Evaluation typically takes two to three years, although technical information and testing data from other testing agencies may expedite the process. Proposals for use of a new technology on a specific project, and recurrent use of an alternate or non-standard item on several projects, can lead to acceptance as a standard item.

 

 

EDC-5 STEP – Safe Transportation for Every Pedestrian

On October 30th the NJDOT Bureau of Research hosted the Lunchtime Tech Talk! Event on “EDC-5 STEP: Safe Transportation for Every Pedestrian.” This event featured Peter Eun, a Transportation Safety Engineer with the Federal Highway Administration’s Resource Center’s Safety & Design Technical Service Team in Olympia, Washington. Mr. Eun discussed recent initiatives from FHWA regarding improvements in pedestrian safety and accessibility.

According to the National Highway Traffic Safety Administration, while 2018 featured a decline in overall fatalities on our roads, there was an increase of pedestrian fatalities, highlighting the increased need for action. Considering that over 72% of pedestrian fatalities occur at non-intersection locations, Mr. Eun focused much  of his presentation on cost-effective countermeasures that can be systemically applied to reduce these crashes and save lives.

In his talk, he described how roadway configuration, traffic volumes, and posted speed limits inform the selection of appropriate countermeasures. By way of example, he referred to the Crosswalk Markings section of the Manual on Uniform Traffic Control Devices (MUTCD Section 3B.18):

Crosswalk Visibility Enhancements

Crosswalk Visibility Enhancements

“new marked crosswalks alonewithout other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and /or either has 4 or more lanes without a raised median or island and ADT of 12,000 or more, or 4 or more lanes with raised median island and ADT of 15,000 or more”.

Setting the foundation for countermeasures,  Mr. Eun cited grave statistics from research on how increasing speeds lead to greater serious injuries or fatalities for pedestrians and warned of a diminishing “cone of vision” at higher speeds as visual field and peripheral vision narrows. He shared a provocative safety video to convey how even small differences of speed can affect the ability of drivers to react and avoid crashes to the detriment of pedestrians.

Describing them as the “Spectacular Seven”, Mr. Eun highlighted the following countermeasures:

  • Rectangular rapid flashing beacons (RRFBs) are active (user-actuated) or passive (automated detection) amber LEDs that use an irregular flash pattern at mid-block or uncontrolled crossing locations. They significantly increase driver yielding behavior.
  • Leading pedestrian intervals (LPIs) at signalized intersections allow pedestrians to walk, usually 3 to 4 seconds, before vehicles get a green signal to turn left or right. The LPI increases visibility, reduces conflicts, and improves yielding.
  • Crosswalk visibility enhancements, such as crosswalk lighting and enhanced signage and markings, help drivers detect pedestrians–particularly at night.

    Pedestrian Refuge Islands

    Pedestrian Refuge Islands

  • Raised crosswalks can serve as a traffic calming measure and reduce vehicle speeds.
  • Pedestrian crossing/refuge islands allow pedestrians a safer place to stop at the midpoint of the roadway before crossing the remaining distance. This is particularly helpful for pedestrians with limited mobility.
  • Pedestrian hybrid beacons (PHBs) provide positive stop control for higher-speed, multilane roadways with high vehicular volumes. The PHB is an intermediate option between a flashing beacon and a full pedestrian signal.
  • Road Diets can reduce vehicle speeds and the number of lanes pedestrians cross, and they can create space to add new pedestrian facilities such as pedestrian crossing/refuge islands.

Using case examples from all over the country, Mr. Eun discussed several example situations where these countermeasures could be used, as well as the benefits to implementing them and the difficulties that may be encountered during implementation. Since expecting pedestrians to travel significantly out of their way to cross a roadway is unrealistic and counterproductive, improvements must be made to make crossings more accessible and more safe. By focusing on uncontrolled locations, agencies can address a significant national safety problem and improve quality of life for pedestrians of all ages and abilities.

Click for presentation

Mr. Eun then addressed a systemic approach to identifying safety issues and appropriate STEP countermeasures. Using this systemic approach, agencies can focus on countermeasures that address risk rather than specific locations. Once a risk factor characteristic of a number of crashes has been identified, agencies can be proactive and address that risk wherever it appears within the system. A system-based approach acknowledges crashes alone are not always sufficient to determine what countermeasures to implement, particularly on low-volume local and rural roadways where crash densities are lower, and in many urban areas where there are conflicts between vehicles and vulnerable road users (pedestrians, bicyclists, and motorcyclists). As such, systemic safety analysis does not require extensive data or complex analysis methods to be effective, just the desire to make the biggest safety impact with limited resources.

Resources

View the presentation: Eun Peter (2019). Every Day Counts so STEP up (Safe Transportation for Every Pedestrian).

View the Australian Safety PSA Video:

21st Annual NJDOT Research Showcase

NJDOT Commissioner Diane Gutierrez-Scaccetti, gave opening remarks.

David C. Woessner, Executive VP, LM Industries + Local Motors gave Keynote Address.

Panelists discussed how innovations in connectivity can improve safety, equity, and mobility.

The 21st Annual New Jersey Department of Transportation (NJDOT) Research Showcase was an opportunity for the New Jersey transportation community to learn about the broad scope of academic research initiatives underway and share technology transfer activities being conducted by institutions of higher education partners and their associates.  The annual event serves to highlight the benefits of transportation research, including NJDOT's own research program. As part of the event, various awards were presented for implementation-minded research, innovation, and outstanding work performed by university students studying in a transportation-related field.

The day's Research Showcase Program included a plenary morning session with welcoming remarks, a keynote speaker and a knowledgeable panel of industry, university and NJDOT representatives offering their perspectives and fielding questions on how innovations in connectivity today and in the future may affect safety, mobility and equity.  The afternoon included several rounds of breakout sessions on innovation, safety, equity and mobility as well as a poster session.

NJDOT Commissioner of Transportation, Diane Gutierrez-Scaccetti, provided opening remarks along with the Federal Highway Administration's Assistant Division Administrator in New Jersey, Valeriya Remezova.

The morning's featured keynote speaker was David C. Woessner, an Executive Vice President for Corporate Development and External Affairs, at LM Industries + Local Motors.  His presentation included an overview of his firm's products, markets and initiatives and its orientation toward addressing the big challenges in the adoption of technology solutions to improve mobility.

His talk included an overview of the research, development and testing of Olli, a Low-Speed Autonomous Vehicle Platform, and the use of 3D printing for its production. During his talk, Mr. Woessner touched upon his firm's testing and validation activities deploying a shared autonomous vehicle (AV) in a controlled environment and preparing a Voluntary Safety Self Assessment (VSSA) in response to the U.S. DOT's voluntary guidance on automated driving systems.

Ollli is being deployed in campus-like settings including entertainment venues.

In discussing mobility challenges, he explained the long-term vision for deployment of shared autonomous vehicles as a last-mile/first mile connector service with transit nodes, and as an on-demand micro-transit solution to maximize service coverage and serve traditionally underserved populations such as persons with disabilities, the poor or others who live in transit "deserts" who may be inadequately served by existing fixed route transit routes.  However, at the current stage of design and testing, Olli is well-positioned for deployment in more controlled campus environments -- for example,  university campuses,  business and industrial parks, military bases, municipalities, entertainment and theme parks, private residential communities, and airports.  As the market matures and as testing and validation warrants, the expectation is that Olli will transition from private campuses to public roads.

During the event, several awards were given in recognition of research, innovation and implementation efforts.  Below is a listing of the award winners recognized at this year's showcase:

  • 2019 NJDOT Research Implementation Award - Peramulsamy N. Balagauru, Rutgers University, Center for Advanced Infrastructure and Transportation, Protocol for Accepting Over Paint on Steel. The Research Advisory Committee of the American Association of State Highway and Transportation Officials (AASHTO) selected this NJDOT project as one of 16 high-value research projects for 2019 in the category of Smart Maintenance and Preservation earlier in the year.
  • 2019 NJDOT Build a Better Mousetrap (BABM) Award - The 2019 BABM Award was given for a Bridge Fender Navigation Lighting Reflective Backup System to Gerald Oliveto in NJDOT Operations Support and Engineering. Retroreflective panels were installed on NJDOT bridges in navigable waters to better identify bridge piers and serve as a backup system for navigation lighting.  The backup system avoids the burden of potential fines for malfunctioning navigation lighting and additional costs for emergency work orders and overtime repairs to the bridge fender navigation lighting system.  The panels provide an enhanced safety feature to the maritime community by allowing for increased visibility of the bridge fender systems and can safely identify the channel margins should navigation lighting malfunction.  The low cost application can be transferred to any other agency with bridges spanning navigable waterways; such as NJ Transit, counties, port authorities/commissions, and other state DOTs.
  • 2019 Best Poster Award - Xiao Tan, Stevens Institute of Technology
  • 2019 Outstanding University Student in Transportation Research Award - Daniel Offenbacker, Rowan University

Those in attendance were also informed of recent awards given to NJDOT in recognition of initiatives in research and innovation.  Presented by Ms. Remezova of FHWA, the awards were given for the AASHTO 2019 Sweet 16 High Value Research Award and for AASHTO 2019 State Transportation Innovative Council (STIC) Excellence Award.

The 21st Annual NJDOT Research Showcase was organized and sponsored by the NJDOT Bureau of Research in partnership with the New Jersey Local Technical Assistance Program (NJLTAP) at Rutgers Center for Advanced Infrastructure and Transportation (CAIT) and co-sponsored by the Federal Highway Administration.

Below are presentations and posters from the afternoon breakout sessions.  All the files below are in PDF.

Accepting the Better Mousetrap Award, Gerald Oliveto, Operations Support and Engineering. with Assistant Commissioners Michael Russo, Andrew Tunnard, and Bureau of Research Manager, Amanda Gendek

Poster Award Recipient Xiao Tan, Improving Bridge Performance Using Fiber Reinforced Polymer (FRP), Shape Memory Alloy (SMA) and Engineered Cementitious Composite (ECC)

2019 Outstanding University Student in Transportation Research Award, Daniel Offenbacker, Rowan University

 

2019 NJDOT Research Implementation Award, Peramulsamy N. Balagauru, Rutgers University, Center for Advanced Infrastructure and Transportation, Protocol for Accepting Over Paint on Steel.

BREAKOUT SESSIONS
INNOVATION

EQUITY AND MOBILITY

SAFETY

POSTER PRESENTATIONS