The NJ State Transportation Innovation Council (NJ STIC) 1st Quarter 2021 Meeting, held on March 29, 2021, focused on the advancement of the EDC-6 Innovative Initiatives during the two-year program time frame (January 2021-December 2023). The STIC Meeting Agenda had been distributed to the invitees prior to the meeting. Participants could use the chat feature to offer comments or ask questions of the speakers during the online meeting.
Amanda Gendek, Manager of the NJDOT Bureau of Research greeted the meeting participants, followed by Asst. Commissioner Michael Russo who provided the Welcome and Opening Remarks.
FHWA EDC-6 Innovation Baseline. Helene Roberts, Innovation Coordinator and Performance Manager for the FHWA NJ Office, noted that feedback from the STIC Caucus was helpful in establishing the baseline reports for the EDC-6 initiatives, and provided a brief update on the current and planned stage of deployment for each of NJDOT’s EDC-6 innovation initiatives over the two-year time frame.
Core Innovation Area (CIA) Updates. The meeting continued with presentations from Core Innovative Area (CIA) leaders who provided status updates, covering the EDC initiatives overseen by the Safety, Mobility and Operations, and Infrastructure Preservation CIA team. Amanda Gendek noted that the Organizational Improvement and Support CIA was formed recently to include the Strategic Workforce Development and Virtual Public Involvement initiatives. This CIA will be reporting out at the next STIC meeting.
STIC Incentive Grant Funding. Amanda Gendek reported on the status of the development of the NJ STIC Communications Plan which is a guide to encourage the exchange of ideas and promote innovation among STIC members and the broader transportation community. The Plan is nearing completion and will be available soon. Sal Cowan, Senior Director for Transportation Mobility at NJDOT, described the partnership with Waycare for the Enhanced Crowdsourcing for Operations in NJ pilot to improve traffic incident detection and roadway system monitoring.
EDC-6 Innovations Break-Out Sessions. The quarterly meeting offered an opportunity for STIC members to further consider how the EDC-6 initiatives can be advanced at the state and local level, and what coordinated efforts will be needed. Meeting participants were divided into break-out sessions to briefly discuss the current status of implementation for the EDC-6 initiatives and explore steps to be taken to advance these initiatives toward the anticipated implementation status at the end of the two years. Participants discussed their capacity to create a working group to continue discussion on these initiatives, how FHWA and NJDOT can work with local public agencies and other transportation partners to advance the initiatives, and whether participants are aware of innovations that could be shared at a future STIC meeting.
Plenary Session. All participants reconvened and break-out group facilitators reported out on the discussions for each initiative.Reminders and Updates. Before closing the meeting, Amanda Gendek reminded meeting participants that information on NJ STIC is available on the NJDOT Tech Transfer website. She let participants know that the 2021 Build A Better Mousetrap Competition is underway. The BABM competition encourages state and local agencies to share successful examples of ideas that were translated into implementable solutions in transportation. She also encouraged participants to subscribe to the NJDOT Tech Transfer News which is released quarterly to stay informed on other research and innovation topics.
A recording of the NJ STIC 1st Quarterly Meeting of 2021 can be found on this page.
Meeting notes for each of the EDC-6 Innovation break-out session topics are available here.
Meeting Presentations can be found in its entirety here and in sections below.
The FHWA’s Center for Local Aid Support has developed a series of self-paced online training courses for local agencies and tribal communities. The addition of these courses demonstrates the agency’s commitment to empowering transportation professionals with the skills necessary to deploy new innovation that keeps transportation moving into the future.
The courses are conducted 100% online and are on-demand, allowing users to learn at their own pace and on their own time.
The training courses focus on Every Day Counts initiatives such as:
Safe Transportation for Every Pedestrian (STEP)
Geosynthetic Reinforced Soil – Integrated Bridge System (GRS-IBS)
Gravel Roads Construction and Maintenance
Construction Inspection of Rockeries
Project Bundling: (1) Fundamentals Event, (2) Staging the Bundle Event, and (3) Creating and Contracting the Bundle Event
CLAS will continue to develop training that will keep transportation moving into the future. These courses can be accessed on the CLAS website. Additionally, access to previous and upcoming webinars by CLAS can be found here.
The Delaware Valley Regional Planning Commission (DVRPC) is advancing the development of bike-friendly infrastructure in coordination with road resurfacing projects in the Pennsylvania portion of the agency’s region. DVRPC is a metropolitan planning organization that includes nine counties in two states: Bucks, Chester, Delaware, Montgomery, and Philadelphia in Pennsylvania; and Burlington, Camden, Gloucester, and Mercer in New Jersey. Sarah Moran, Manager, DVRPC Mobility Analysis and Design, and Jesse Buerk, Manager, DVRPC Capital Project Development discussed the Bike-Friendly Resurfacing program in four Pennsylvania counties.
What is the program?
The DVRPC Bike-Friendly Resurfacing Program identifies roads for potential investment in bike-friendly improvements as part of regularly scheduled Pennsylvania DOT (PennDOT) resurfacing projects. DVRPC, PennDOT, the four suburban counties, and the Bicycle Coalition of Greater Philadelphia are working together to provide resources to local municipalities to improve the biking environment. PennDOT began the PennDOT Connects program to involve municipalities early in the planning process for state-sponsored transportation projects. The Bicycle Coalition of Greater Philadelphia is an advocacy group that works on the local level to inform municipalities about the program and connect residents with the counties and DVRPC. The Coalition also contributes information on local bicycling routes and route conditions.
PennDOT’s five-year resurfacing program for four suburban counties (Montgomery, Delaware, Chester, and Bucks) establishes the planned repaving schedule for state-owned roads. The Bicycle Coalition of Greater Philadelphia created an interactive Google map of the paving projects for each year in the 5-Year Resurfacing Plan Map organized by county.
How does the program work?
To encourage more municipal interest in bicycle facilities, PennDOT District 6 worked with DVRPC, planners from the four southeastern Philadelphia suburban counties, and the Bicycle Coalition of Greater Philadelphia to get regional support. PennDOT, DVRPC, the counties, and the Bicycle Coalition evaluate which segments on the resurfacing schedule are good candidates for bike-friendly improvements. DVRPC then reaches out to the municipalities to tell them about the opportunities and see if they are interested. Although PennDOT pays for the design and installation of the improvements, the municipalities need to comply with the bike improvement maintenance requirements set by PennDOT. The Bicycle Coalition of Greater Philadelphia helps make the case for new bike facilities to municipal decision makers on an as-needed basis.
How are road segments prioritized?
DVRPC developed an online interactive Bicycle LTS and Connectivity Analysis map. It measures both levels of traffic stress (LTS) and connectivity of road segments. LTS is a bicycle comfort index for streets and paths that was initially developed by Peter Furth at Northeastern University expressed in the Mineta Institute publication, Low-Stress Bicycling and Network Connectivity. LTS as a classification scheme ranges from 1-4. LTS 1 identifies roads that are relaxing and suitable for most riders; LTS 2 roads are comfortable for most adults; LTS 3 roads are comfortable for confident bicyclists; and LTS 4 roads are not suitable for bicycle riding. (see Figure 1) The Bike-Friendly Resurfacing Program prioritizes LTS 3 roads for improvement because they present the greatest opportunity to make them comfortable for more riders. (Figure 2 shows the web map made by DVRPC for multi-layer analysis.) The existing LTS layer classifies the road condition for the Delaware Valley Region, including the Greater Philadelphia area and four counties in New Jersey.
The connectivity analysis looked for the shortest path between any two census blocks within five miles. Improvements along the roads identified as priorities within this area would be most beneficial to build out a bicycle network by enabling the most low-stress bicycle connections(Figure 3). The bigger the role a road plays in connecting to multiple census tracts, the greater the chance it will be selected for bicycle improvements.
DVRPC is working to improve the Bicycle LTS and Connectivity Analysis by adding an equity analysis component. DVRPC considers which communities the route passes through and who lives there, based on analysis of nine indicators of potential disadvantage, such as minority populations, low-income populations, and persons with disability. Every geography is given an overall score. Areas with an above average score have a higher proportion of these traditionally disadvantaged populations and this value is assigned to routes.
DVRPC is working to build this information into the connectivity analysis in order to prioritize places with more need. DVRPC updates the Bicycle LTS and Connectivity Analysis map on a regular basis to address errors in the network, new trails, and changes in the equity analysis. Another pending improvement is consideration of slope.
The county transportation planners review every segment scheduled to be repaved in a given year for potential connections. Every segment that is identified as a priority by any of the partners goes to the next step for more analysis related to characteristics such as road width, speed, traffic volumes. Every county has a sense of priorities, including knowledge of county and municipal plans, so this process is not limited to just a technical analysis.
Figure 1. Levels of Traffic Stress, a bicycle rider comfort index, rates roads and paths from 1 to 4
Figure 2. DVRPC map shows existing conditions map for Levels of Traffic Stress
Figure 3. Regional map showing concentrations of connectivity between census blocks
When were the first projects implemented?
The first municipal projects were implemented in 2018 after an initial trial run of this program. In 2019, DVRPC started looking at all projects in relation to the five-year resurfacing plan. Currently, the process includes working one year ahead to build up a pipeline of projects for each coming year. There are many variables that affect how many projects can be completed, such as budget, weather, and shifting priorities. Municipal engagement takes time to establish and depends on local resources.
How is the program funded?
Congestion Mitigation and Air Quality (CMAQ) funds identified in the regional Transportation Improvement Plan (TIP) cover the design costs for these bicycle improvements on state highways scheduled for resurfacing. All the counties had to agree to this, even though the county of Philadelphia is not using these funds. The City of Philadelphia has a parallel program, as the City has the ability to design its own striping plans. PennDOT pays for the actual implementation of the improvements, and municipalities are responsible for the cost of maintenance.
The exact number of projects that are able to be implemented varies from year to year. DVRPC generally aims to complete two to three projects per county per year. It can be difficult to complete projects in rural areas, due to the program’s restrictions, such as being limited to the existing cartway width. However, DVRPC tries to look ahead for opportunities to even out the distribution of funding between the counties. As of now, six bike resurfacing projects have been completed and nine projects are in the pipeline.
What challenges has the program faced?
There are some challenges in getting municipalities to make the formal request to PennDOT. They have varying resources, and procedures for approval tend to be different for each community. In some cases, success comes down to finding the right contact to promote the project benefits to the community. Municipalities may lack equipment for stenciling and painting the road between resurfacings, and ongoing maintenance can be a challenge for them to take on.
All projects are limited to what can be implemented with paint. There are road segments that are too narrow to add bike facilities but at this time, it is not possible to widen or re-crown roads through this program. DVRPC keeps a list of projects that would require larger capital investments. The hope is to find ways to address these more complicated projects with other funding sources.
Why does the program work and will it work elsewhere?
Coordination and communication are key to the success of the program. Other regions could follow the process with or without the LTS analysis. Even without the technical analysis, it would be possible to establish a simple database for tracking. DVRPC developed FAQs and other communications for municipalities, which also have general applicability. The connectivity analysis guides decision-making, but innovative technical tools only go so far. Relationship building and cooperation are needed to identify good projects and to see them through to implementation.
Matthew Zochowski, a Transportation Planner with Mercer County spoke with us about Mercer County’s Bicycle-Friendly Repaving program to make roads safer for bicyclists by creating a network of bike routes throughout the County. He drafted the County’s 2020 Bicycle Master Plan, a sub-element of the Mobility Element of the County Master Plan.
What inspired the bicycle-friendly resurfacing program? What were the considerations when you started this approach?
Going back to where things really started would be with Matt Lawson, the Principal Planner-Transportation for Mercer County, who came to the county in 2005-6, and encouraged the engineering and planning divisions, our regional partners and municipalities, to improve the road network for bicycle use. He helped inspire our bicycle planning efforts and helped move them forward. Along with him, several people working at the County were outdoor enthusiasts who enjoyed hiking and bicycling and wanted other County residents to be able to use the roads and trails in a safe manner. Our County Administration as well as our new County Engineer, George Fallat also placed a larger emphasis on road safety which included bicycles and pedestrians.
In 2009, the Mercer County Bike-Pedestrian Task Force (MCBPTF) was created with the support of Mercer County Executive, Brian M. Hughes, and hosted by the Greater Mercer Transportation Management Association (GMTMA). The MCBPTF consists of municipal representatives designated by town mayors as well as various advocates and residents. The primary purpose of the organization is to help advocate for non-motorized infrastructure throughout Mercer County, including sidewalk improvements, bicycle improvements, intersection improvements, trail improvements, and many others. The group also acts as a forum to coordinate municipal efforts and keep each other informed of activities happening around the County.
The Mercer County Bicycle Master Plan promotes bike-friendly resurfacing in alignment with the County’s Complete Streets policy
When I came to the County in 2017, I took on the projects Matt had been working on and the bike plan was one of the first things I was tasked with advancing. The County had already passed a Complete Streets policy in 2012 to promote safe access and mobility for all users of all transportation modes and since that time, every municipality in Mercer County has adopted their own Complete Streets policy. With a consistent policy across all jurisdictional levels, we knew that Mercer County had a common goal of advancing these types of projects.
Work began on the Bicycle Master Plan in 2017 with the goal of creating a continuous network of bicycle facilities on County-owned roads. At first, we were looking at establishing just a couple of routes, but we realized that the process that we were using could be applied to any number of routes. We took a comprehensive look at the entire 180 centerline miles of the county road network in 50- to 400-foot intervals, and particularly more highly traveled routes which were perfect candidates to incorporate bike lanes to create meaningful connections.
During our planning efforts, we had found out that one of the routes we were looking at was actually going to be repaved and our County Engineer allowed us to advance a concept we developed in-house. As a result of that project and experience, we have shifted to our resurfacing program as the main implementation method for building out our bicycle lane network. This bicycle friendly resurfacing program helps us implement the Complete Streets policy and Bicycle Plan.
We used the Federal Highway Administration’s (FHWA) guidance document Incorporating On-Road Bicycle Networks into Resurfacing Projects to support the effort, and in particular, the argument for cost savings. This piecemeal method of incorporating bike lanes significantly reduces cost of each project and we believe that you have to start somewhere so that years down the line you have a connected network of routes. This was the same problem back in the day when planning boards began requiring sidewalks for developments that were in the middle of nowhere but over years as neighboring properties developed, they created a connected sidewalk network.
What factors did you consider when you identified roads for bicycle improvements?
Factors for analysis of our County Routes is described in great detail in the Mercer County Bicycle Master Plan. We looked at cartway width, environmental constraints, crashes records involving bicycles, network connectivity, Level of Traffic Stress (LTS), Annual Average Daily Traffic, truck volumes, existing bus routes, existing and proposed speed limits, bicycle travel demand modeling and 8-80 Design. The idea behind 8-80 design is that if you design a project for an 8- year-old and an 80-year-old, it should work for nearly every person.
To anticipate the cost for implementation, we created a linear foot calculator in MS-Excel that looks at the type of facility and is assigned a code based on the amount of work needed to create an improvement. That code is based on both our striping contract in 2019 as well as general construction costs we tried to localize to New Jersey. When the code is multiplied against a linear foot number, we get a fairly accurate general cost estimate.
Mercer County uses their map of potential bicycle facility types for all County roadways and the Highway Department’s repaving schedule to identify projects for each paving season
To create our Excel table and map of the bicycle route analysis, we used a combination of GIS, Google Earth, field visits and Nearmap to define the cartway width, speed limit, pinch points, pedestrian activity, bus routes, and other factors with the goal of recommending a facility for every county road. Now, the plan does not commit the County to a particular projects or final recommendations because priorities and conditions can change. Our plan specifically mentioned that the map shows “Facilities to Be Considered” at the time when we draft concepts for advancement.
What projects have you implemented so far?
The 2019 Pilot Bicycle Paving Program included the implementation of almost seven miles of new bicycle lanes and we learned a lot that year on internal process and coordination with our towns. Our first real project was Scotch Road in Ewing Township which included a road diet with a 4-lane to 2-lane with center turn lane conversion. That project included buffered bike lanes and will eventually connect to a larger 17-mile “Greater Western Bikeway” project to the north and to the proposed bike lanes and extension of Silvia Street by Ewing Township to the south.
Since that time, we also implemented bicycle lanes on Elm Road in Princeton, N Main Street in Hightstown, Ewingville Road in Ewing, Prospect Street in Ewing and East State Street in Hamilton. We’ve also marked out sharrows in a few other locations. At this point, we essentially work with our Highway Department to receive the year’s repaving program and see where we can work to implement projects. Since we will need to have a crew out there to restripe, we look at those projects to determine what our year’s priorities will be.
Restriping on Scotch Road resulted in addition of a bike lane between the through lane and the right turn lane
In 2019, the Delaware Valley Regional Planning Commission (DVRPC), the Metropolitan Planning Organization for our region, provided traffic engineering and bike facility planning assistance to help determine the feasibility of bicycle improvements on a segment of County Road 636 which is the main corridor between urban Trenton and suburban Ewing and The College of New Jersey. DVRPC assisted with the segment, between Rt.31 and Olden Avenue, which involved looking at two intersection redesigns.
Will the County take on more projects that are more than just restriping?
The plan includes a variety of routes, some of which require simple striping and others that will require more intensive work such as road widening or intersection redesign that may involve drainage or right-of-way issues for example. We prioritize the roadways that are in need of repaving, and only need additions of epoxy paint or thermoplastic and signage to define the bicycle facility. We continue to plan for more complicated segments and work with our on-call engineering contractors as well as with our in-house staff. In the future, we will likely apply for federal funding for more significant and more complicated projects.
Projects are primarily funded through the County’s capital budget. The County has applied for federal grants for projects as well. In 2018, we received a $2.3 million Transportation Alternatives Program (TAP) grant for the Great Western Bikeway, a 17.5 mile route in the northwest part of the county that primarily will follow County Road 546 and run between Delaware and Raritan Canal towpath trails at Rt. 29 and Rt. 1.
Do you work with any municipalities on bicycle infrastructure on municipal roads?
We have assisted a few townships, either with general planning assistance or in design but all municipalities are not ready to take on this approach. We try to reach out to towns about coordinating efforts and we have a close working relationship with several towns. In those situations, we feel that we can build out a complete and connected network relatively easily. Other towns tend to be more closed off to and stick to home rule more than others. Despite that, we can still create a high level of connectivity throughout the County by establishing bicycle infrastructure on County roads which already serve as main connections between our municipalities and adjacent Counties.
Ewingville Road improvements included addition of bicycle lanes in both directions
Are you aware of other counties working on bicycle-friendly resurfacing?
I am not aware of other counties using this approach, or not to the extent that Mercer County is. It seems like Camden and Burlington Counties are not doing as much work with on-road bicycle networks, but are putting a lot of good work into establishing off-road trail networks and multi-use paths. Mercer County is one of eight NJ counties that have a Complete Streets policy, and the policy has really guided the Bicycle Master Plan. The success of the program is in part due to the support of both the Mercer Board of County Commissioners and the local pedestrian and bicycle advocate community.
Do you anticipate that Mercer County will be able to continue this program?
Yes, we will continue to work with the Bicycle Master Plan and coordinate on the paving list from our highway department. We’ll continue to select road segments for each year’s projects, conduct an on-site evaluation for each, and make recommendations to the County Engineer. We plan for 8 or so new repaving projects this year and generally have had 2-5 projects in an average paving season. For our larger projects, we will continue to go after state and federal funding which will help us with larger improvements that go beyond repaving.
We will continue to integrate bicycle facilities into resurfacing projects and make sure bicycle facilities are considered during routine road maintenance, reconstruction, construction, and land development reviews to create a network in alignment with the County’s Complete Streets Policy.
Resources
Delaware Valley Regional Planning Commission and Mercer County. (2020). Local Concept Development, North Olden Avenue, New York Avenue to Pennington Road. Project Information Website. Retrieved from: http://creative-mt.com/oldenavenue/
When cities, counties, and other local public agencies (LPAs) use Federal funds for transportation projects, they must follow all of the applicable Federal laws and regulations attached to the Federal aid. NJDOT, like other state departments of transportation (DOTs), oversees the LPA program and works with agencies to help them use Federal-aid effectively. During Round 2 of the Every Day Counts Program (EDC-2), FHWA promoted innovative strategies for overcoming common challenges with Locally Administered Federal-Aid Projects including practices for enabling “Consultant Services Flexibilities” on local programs and projects.
To aid its LPAs in the delivery of its non-traditional projects programs, the NJDOT Division of Local Aid and Economic Development (Local Aid) established the Local Aid Design Assistance Program. The Design Assistance Program seeks to support LPAs that have received federal grants through the Safe Routes to School and Transportation Alternatives Set-Aside (TA Set-Aside) programs. The Program provides a pool of pre-qualified engineering design consultants to assist LPAs with plans, specifications and estimates (PS&Es) with the goal of seeing more infrastructure projects implemented. Laine Rankin, Director of Local Aid and Economic Development, and Julie Seaman, Project Management Specialist, described the program.
The NJDOT Local Aid Resource Center website provides links to information on the Design Assistance Program
What are some of the most common challenges local agencies face with the project design process?
LPAs often face lack of staff, lack of funding, and staff turnover, all of which can limit their capacity to take on the federal grant process and can result in delays in infrastructure project planning and implementation. Because New Jersey is a home-rule state, the State has limited jurisdiction over county or local roads. Instead, the municipalities and counties are responsible for infrastructure improvements on their roads. The NJDOT Local Aid Office assists the municipalities in implementing these projects by administering the federal funding for them. Local Aid is ultimately responsible for the spending of these federal dollars.
Safe Routes and TA Set-Aside grant recipients face challenges in understanding and complying with requirements related to federal grant administration. In particular, the requirements of the Brooks Act, also known as Qualifications Based Selection, prove difficult to satisfy in project administration. The Brooks Act details federal requirements for the procurement of professional services of consultants, including:
Issuing a request for proposal or RFP from consultants based on approved written procurement policies and procedures
Solicitation, evaluation, ranking and selection of consultants
Selecting a consultant based on qualifications and experience, not cost
Negotiating a fair and reasonable cost and contract terms with selected consultant
Monitoring the consultants’ work
Evaluating the consultants’ performance
Contract completion
How does the design assistance program work?
The federal grant process
Most grant applications that Local Aid receives do not describe projects that are construction-ready. LPAs need assistance to complete designs, and develop engineering plans, specifications, and estimates required to see a project built.
Through the Design Assistance Program, NJDOT procures a pool of design consultants that LPAs can then choose to work with. Once NJDOT and the MPOs have chosen the projects that will be funded for a grant cycle, Local Aid develops a Request for Proposals (RFP) that lists the selected projects and scope for each grant. The NJDOT Office of Procurement solicits a pool of engineering firms that will be able to assist the grant recipients with their particular projects. The firms considered for the pool are typically familiar with requirements associated with developing a set of plans which are compliant to the NJDOT plan and AASHTO standards. Once the consultant pool has been approved by NJDOT management, a letter is sent to all of the grant recipients of that grant cycle informing them of the engineering firms available.
The NJDOT Local Aid Office partners with NJ’s three Metropolitan Planning Organizations in the TA Set-Aside project selection process
Funding for design assistance comes from the same line of federal funding as the SRTS grant and the TA Set-Aside grants. LPAs receive grant funds for the design program above the amount awarded for the project itself.
For how many years has the design assistance program been operating?
Although this is a pilot program, we initiated the process in April of 2014 and it took about a year and a half to get it up and running following meetings with FHWA, NJDOT Procurement, and the NJDOT Deputy Attorney General. Our office talked to peers in other states including Kentucky, New York, Missouri, among others to understand how other Local Aid offices were handling design assistance for grant recipients and the consultant solicitation process. Design assistance programs were developed for both the Safe Routes to School (SRTS) and the Transportation Alternatives Set-Aside (TA Set-Aside) programs. Design assistance first became available to grant recipients in the 2014 grant round and we solicit grant applications on a two-year cycle, or after a grant solicitation for that particular program has been completed.
TA Set-Aside Grant Webinar explained the purpose and benefits of the Local Aid Design Assistance program
The design assistance program is introduced in our general training session for applicants that describes how to apply for a Safe Routes or TA Set-Aside grant. After the grant awards are announced, information about the program is included in the letter that we send to grant recipients, and a separate informational session is held with grant recipients to discuss the design assistance pool. All grant recipients are eligible to take part in the program; they do not apply for the program and there is no obligation to take part.
Can you say what percentage of grant recipients choose to use the program?
It has taken some time to publicize the program, but awareness among LPAs is growing. In 2016, 19 of 36 TA Set Aside grant recipients, and 12 of 17 SRTS grant recipients elected to use the program. Our 2018 pools are still open; to date, 13 of 25 TA Set Aside grant recipients and 13 of 18 SRTS grant recipients have shown interest in the program. We have approval from FHWA to keep the pool open for a year, with an option to extend up to two years. If an LPA proposes a TA Set-Aside project that involves some specialized work that the engineering firms could not respond to – such as architectural design, then the LPA will not be able to use the design assistance program.
Do NJDOT, the LPA, and the consultants work together through the design assistance process?
Yes. The project application is reviewed and a field meeting is typically scheduled with representatives of the LPA, the consultant engineering firm, the Local Aid regional office, and NJDOT environmental staff. The LPA, NJDOT, and the consultant then work together to develop the scope of work. The consultant prepares a fee proposal and Local Aid develops an independent cost estimate that is used to compare with the consultant’s proposal. NJDOT assists in negotiating the agreement between the LPA and the consultant but the LPA executes an agreement directly with the consultant. NJDOT authorizes federal-aid funds for the design, in excess of the project grant award. The LPA continues to work with the Local Aid District Office through the design process, and NJDOT conducts an environmental review as well. Before the project goes to construction, the plans and specs are submitted to the Local Aid District office for approval in order to ensure a biddable, buildable, project. The LPA pays the consultant directly and then requests reimbursement for the cost from NJDOT.
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What benefits have you seen from the program?
In our experience, what may seem like a simple project, such as installing a sidewalk, can be very complicated. In many cases, particularly for Safe Routes projects, the design costs may exceed the construction costs. We provide design funds for LPAs that choose to procure an engineering firm, but the LPA must comply with the Brooks Act in their procurement process. Some LPAs choose to work with their municipal engineer, but the engineer must be qualified to do the work. Municipal engineers who are involved in the design of these projects are not allowed to also inspect the projects, and these inspection costs increase the overall project cost for the LPAs. For LPAs not using in-house engineering services, the design services procurement process is burdensome.
Through the Local Aid Design Assistance Program, we are distributing more federal funds and seeing more projects advancing than in the past. When we give a grant out, we want folks to build it. LPAs can develop more involved projects. The program results in better compliance with complex state and federal regulations and helps resolve typical engineering issues, such as right-of-way and utilities, that can affect project cost and schedule. LPAs are better prepared for the permitting process.
Do you see the program continuing into the future?
We will be continuing the program. There are always some tweaks to be made but the program is helping local agencies implement projects that improve health and safety throughout the State.
Resources
American Council of Engineering Companies (ACEC). (u.d.). The Brooks Act: Federal Government Selection of Architects and Engineers. Public Law 92-582, 92nd Congress, H.R. 12807, October 27, 1972. Legislation on Website. Retrieved from: https://www.acec.org/advocacy/qbs/brooks/
American Council of Engineering Companies (ACEC). (u.d.). The Brooks Act: How to use Qualifications Based Selection. Website. Retrieved from: https://www.acec.org/advocacy/qbs/brooks2/
Adoption of new technology and innovative solutions is pivotal to improvements in transportation systems and New Jersey Department of Transportation (NJDOT) is adopting innovation in its projects to increase safety and efficiency, and reduce costs. The American Association of State Highway and Transportation Officials (AASHTO) recognizes these efforts through its Francis B. Francois Award for Innovation. The award enables the winning state to fund a $10,000 graduate fellowship at a state university of the winner’s choosing. In 2020, 36 state DOTs nominated 79 projects and AASHTO awarded its Francis B. Francois Award to NJDOT for the innovative use of retroreflective markers for marine navigation.
Marine Navigation Retroreflective Markers are an innovative addition to the traditional lights required by the U.S. Coast Guard (USCG) on bridge fenders. The State of New Jersey owns and maintains 65 bridges that cross navigable waterways. Lighting equipment is used on bridge fenders to aid navigation through the channels underneath the bridges. Any failure of these lights creates a safety hazard and requires emergency repairs. Upon detection of a light failure, a work order is issued by NJDOT for an emergency crew, incurring costs due to lost productivity and overtime pay. In addition, the USCG may impose a penalty of $25,000 per day per incident. The genius of the innovation is in the installation of retroreflective panels, typically used on highways, which are themselves inexpensive. As a backup for the navigation lighting, these panels maintain safety for boaters, and help to ensure the safety of repair crews as work can now be carried out during daylight hours rather than immediately — irrespective of daylight or harsh weather conditions. This cost-effective solution makes navigation safer and reduces the burden of maintenance. The USCG has approved NJDOT’s Marine Navigation Retroreflective Markers as a backup to the navigation lighting system.
The Marine Navigation Retroreflective Markers can easily be adopted by other NJ agencies and other state DOTs as backup lighting for navigating waterways under bridges.
Watch the video shared at the AASHTO awards to learn more about NJDOT’s Marine Navigation Retroreflective Markers.
Use of the marine navigation retroreflective markers can aid navigation
Use of the marine navigation retroreflective markers on bridges as backup navigation lighting
Use of the marine navigation retroreflective markers beneath bridges for better guiding boats
This Research to Implementation video presents an example of NJDOT-sponsored research and the effect such research has in addressing transportation-related issues within the State.
Reclaimed Asphalt Pavement (RAP) is material gathered through the milling and removal of existing pavement surfaces. In New Jersey, reuse of this material is restricted to inclusion in new asphalt pavements. NJDOT’s Bureau of Research supported a study that explored the environmental impacts associated with reuse of RAP in unbound applications.
The video summarizes the research and the resulting recommendations that have influenced legislation and helped frame discussions among various stakeholders concerning the beneficial uses of RAP.
Crowdsourcing is focused on employing the collective experience of a number of people to manage a process. Crowdsourced data can be obtained whenever and wherever people travel, allowing agencies to capture in real time what happens between sensors, in rural regions, along arterials, and beyond jurisdictional boundaries. Agencies at all levels can use crowdsourced data integrated from multiple streams to optimize roadway use for reduced congestion and increased safety and reliability.
State and local transportation systems management and operations (TSMO) programs strive to optimize the use of existing roadway facilities through traveler information, incident management, road weather management, arterial management, and other strategies targeting the causes of congestion. TSMO programs require real-time, high-quality, and wide-ranging roadway information. However, gaps in geographic coverage, lags in information timeliness, and life-cycle costs for field equipment can limit agencies' ability to operate the system proactively.
Benefits
Public agencies at all levels are increasing both their situational awareness and the quality and quantity of operations data using crowdsourcing, which enables staff to apply proactive strategies cost effectively and make better decisions that lead to safer and more reliable travel while protecting privacy and security of individual user data.
How NJ Incorporates Crowdsourcing for Advancing Operations
Stage of Innovation: INSTITUTIONALIZED
(December 2022)
The NJDOT is institutionalized in its use of vehicle probe data to support traffic incident/operations management and planning for operations. New Jersey has been a leader in using crowdsourcing data to advance operations since 2008. The following activities occurred in under previous EDC rounds:
Acquired Two Probe Data Sets. Crowdsourcing data from INRIX and HERE (via TRANSCOM partnership) is used for real-time performance management and traffic monitoring for roadway management and event after actions.
Incorporated Crowdsourcing Data Sets. TRANSCOM tools such as Data Fusion Engine (DFE) and Selected Priorities Applied to Evaluate Links (SPATEL) aggregate all available data sources for operations, analysis, and performance measures.
Piloteda Connected Vehicle Program. The pilot study funded through a STIC Incentive Grant seeks to protect safety service patrol staff by alerting drivers in real-time of their presence at an incident site through apps such as Waze and Google.
What's Next?
NJDOT formed a collaboration with Drivewyze, an information service provider able to provide connected truck services including a real-time truck alert system to improve safety and reduce commercial vehicle crashes.
The real-time trucking alert system was deployed in January 2022 to improve safety and reduce commercial vehicle crashes. The alert system helps truck drivers to react more quickly before encountering stopped traffic and major slowdowns within the corridor including taking alternate routes to relieve congestion bottlenecks during major incidents. NJDOT will continue to assess the performance of the alert system on how well the truck drivers are receiving advance warning of the traffic incident.
NJDOT, along with its private sector providers, have made presentations and highlighted lessons and benefits of the initiative in webinars and with the NJ STIC.
In November 2022, representatives from NJDOT and FHWA-NJ participated in the EDC-6 Crowdsource Capstone Peer Exchange in North Carolina. States DOT participants included Maryland, Ohio, South Carolina, Tennessee, Vermont, and Washington, D.C. Each State DOT representative shared their crowdsource journey, challenges, best practices, and future plans. Common issues included the need for workforce planning, training on data analysis, data scientists, and help with review of new data sources, big data, forecasting, and trying to make associations, patterns, and trends that have nexus to the operations program.
Sal Cowan, NJDOT's Senior Director of Mobility served as one of the course instructors for a Travel Information and Incident Management webinar, one in a ...
The Intelligent Transportation System (ITS) Professional Capacity Building (PCB) Program and its partners offer trainings and resources to support workforce development and technical assistance for ...
The Crowdsourcing Innovation Team in collaboration with the Intelligent Transportation Systems Joint Program Office (ITS JPO) Professional Capacity Building (PCB) Program is offering the crowdsourcing course ...
New Jersey Department of Transportation has been recognized with a 2022 America’s Transportation Award in the category of best use of technology and innovation. ...
The National Operations Center for Excellence held a webinar featuring New Jersey and Colorado DOT initiatives to establish private sector partnerships that use crowdsourced data ...
The National Operations Center for Excellence will hold a webinar featuring New Jersey and Colorado DOT initiatives to establish private sector partnerships that use crowdsourced ...
We spoke with Sue Catlett from NJDOT's Transportation Mobility, Planning and Research Group to get an update on Crowdsourcing, Weather Responsive Management and Traffic Incident ...
The Delaware Valley Regional Planning Commission (DVRPC) is seeking to understand the region’s pedestrian infrastructure through the development of an online inventory, map, and platform ...
Through the Everyday Counts (EDC) program, FHWA identifies and deploys established but underutilized innovations through a state-based model, with the goals of streamlining project delivery, ...
The NJDOT Bureau of Research hosted a Tech Talk! Webinar, Crowdsourcing for Local Operations, that illustrated how local agencies are working, often with state partners, ...
The pilot study continues to examine the effectiveness of connected vehicle technology to alert motorists to Safety Service Patrol (SSP) workers at an incident site. ...
In honor of Work Zone Safety Awareness Week, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk, “Making Work Zones Smarter: Data-Driven Decision Making” ...
This study will examine the effectiveness of connected vehicle technology to alert motorists to Safety Service Patrol (SSP) workers at an incident site. ...
Innovative virtual public involvement techniques provide State departments of transportation (DOTs), transit agencies, metropolitan planning organizations (MPOs), and rural transportation planning organizations (RTPOs) with a platform to inform the public and receive feedback. These strategies increase the number and variety of channels available to agencies for remotely disseminating information to the public and create efficiencies in how input is collected and considered, which can potentially accelerate planning and project development processes.
Encouraging Public Engagement
Public involvement is a critical component in the transportation decision-making process, allowing for meaningful consideration and input from interested individuals. As daily users of the transportation system, the public has useful opinions, insights, and observations to share with their State DOT and local agencies on the performance and needs of the transportation system or on specific projects. Early and strong public engagement has the potential to accelerate project delivery by helping identify and address public concerns early in the planning process, thereby reducing delays from previously unknown interests late in the project delivery process.
Nearly all State DOTs and most local agencies use websites to post information about their activities. With the increased use of social media tools and mobile applications, the public can access user-friendly features such as online videos, podcasts, crowdsourced maps, and other interactive forums to receive information and provide input.
Benefits
Efficiency and Low Cost. Virtual tools and platforms can be made accessible to communities efficiently, many at a lower cost than traditional public engagement methods.
Accelerated Project Delivery. Robust public engagement helps identify issues early in the project planning process, which reduces the need to revisit decisions.
Communication and Collaboration. Virtual public involvement can aid in establishing a common vision for transportation and ensure the opinions and needs of the public are understood and considered during transportation planning and project development.
Expanded Engagement. Virtual tools can facilitate inclusion of stakeholders who do not participate in traditional approaches to public involvement. Greater and more diverse engagement can improve project quality.
Stage of Innovation:
INSTITUTIONALIZED
(March 2023)
Collaboration. NJDOT has collaborated with the state's three MPOs to integrate VPI practices in all stages of capital project implementation, from concept development to construction.
Local Agency Advancement. New Jersey's counties and municipalities are using lessons learned from state efforts to increase their engagement with local stakeholders.
Expanding Reach. Transportation partners throughout the state have utilized VPI practices in a wide variety of projects, especially since the onset of the COVID-19 pandemic. This work has provided robust demonstration of expanded attendance to VPI online events. However, concerns still exist about documentation of virtual feedback versus that gained through in-person communications, as well as the issue of equity in reaching, and gaining insight, from a wide variety of participants including underserved and disadvantaged populations.
What's Next?
NJDOT and its partners are seeking to increase public engagement of various stakeholder groups. The Department plans to include VPI in its updated Public Involvement Action Plan. The agency understands that input through VPI is as important, and considered equal to, in-person input. VPI can enhance and increase access to many populations, particularly those who are underserved, but the need exists to strike a balance of in-person and virtual engagement.
Virtual Public Involvement (VPI): NEW & NOTEWORTHY
The U.S. transportation system is aging, with many States seeing an ever-increasing number of highways and bridges that need more immediate attention. As a result, system performance is reduced, leading to potentially adverse impacts to quality of life, mobility, travel time, freight movements, and emergency response times. Often the most pressing needs are on the local systems, as evidenced by bridges that are being posted for reduced loads.
Project bundling helps address this national issue. By awarding a single contract for several similar preservation, rehabilitation, or replacement projects, agencies can streamline design and construction, reduce costs, and effectively decrease transportation project backlogs.
This proven practice draws upon efficiencies found through project delivery streamlining, as well as benefits from alternative and traditional contracting methods. A bundled contract could cover a single county, district, or State, and it may be tiered to allow a combination of work types (design, preservation, rehabilitation, or complete replacement). Bundling design and construction contracts saves procurement time, leverages design expertise, and builds momentum toward keeping critical assets in a state of good repair.
New Jersey implemented project bundling prior to the start of EDC-5:
Adopted Project Bundling Across NJDOT. Project bundling has been used in NJ for years as a way to save time in the procurement of designers and contractors, as well as to save money through economies of scale and reduced staff paperwork. It is incorporated into the Department's policies and procedures and most commonly referred to as batch solicitation.
Routinely Uses Project Bundling for the Delivery of Federally-Funded Capital Projects and State-Funded Maintenance Projects. NJDOT assesses projects and programs at the planning phase for their suitability for a project bundling approach for either design, construction, or both. Major programs that use project bundling include:
- Sign Structure Replacement Program - ADA Compliance Program - Maintenance Roadway Repair Contracts - Statewide Guiderail Replacement
When possible, NJDOT looks to use project bundling on smaller projects as well to save time and money.
Awarding a single contract for several preservation, rehabilitation, or replacement projects helps agencies reduce costs and achieve program goals.
Project bundling offers a comprehensive and accelerated ...
