On July 10th, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! webinar, “Advanced Reinforced Concrete Materials for Transportation Infrastructure.” Welcoming remarks were given by Mansi Shah, Manager of the Bureau of Research, who turned over the session to its moderator, Omid Sarmad, a member of the NJDOT Technology Transfer Project Team. The presentation was conducted jointly by the Co-Directors of New Jersey Institute of Technology’s Materials and Structures Laboratory (MATSLAB), Dr. Matthew Bandelt, and Dr. Matthew Adams.
Researchers described the durability issues for concrete including corrosion, shrinkage, salt scaling, and freeze-thaw cycles.
Transportation infrastructure systems must resist conditioning from the natural environment and physical demands from service loading to meet the needs of users across the state. Deterioration leads to costly and timely durability and maintenance challenges. This presentation provided a background on the state-of-the-art of advanced reinforced concrete materials that are being investigated to improve reinforced concrete transportation infrastructure. The duo, both Associate Professors at the New Jersey Institute of Technology, spoke about the team’s research conducted to assess the mechanical properties and long-term durability of these systems.
Dr. Bandelt opened the presentation with an overview of the MATSLAB where the work was conducted, and the motivation which led to the project. The demand for the research was initiated by the various durability issues that exist in concrete, in particular corrosion, shrinkage, salt scaling, and freeze-thaw cycles. These issues are exacerbated in New Jersey due to the climate and the large-scale adoption of concrete throughout the state. A variety of different concretes were evaluated in the project, such as Ultra-High Performance Concrete (UHPC), Engineered Cementitious Composite (ECC) and a Hybrid Fiber Reinforced Concrete (HyFRC), each having its own unique mechanical properties.
Researchers described a multi-physics time-dependent modeling framework that considers the structural response, materials ingress and electrochemical reactions.
The experimental testing program involved mechanical testing, corrosion testing, testing in freezing environments, and shrinkage testing. Corrosion testing of ductile and normal concrete systems used a chloride ponding test method with exposure to an aggressive environment for over one year. Various steel reinforcing bars were studied, and systems were tested in uncracked and pre-cracked conditions. Freeze-thaw and salt-scaling experimental activities were conducted, using mixes that were commonly used by NJDOT. Drying shrinkage behavior of the ductile and normal concrete systems was also investigated. Dr. Bandelt and Adams developed a numerical modeling approach to simulate the corrosion behavior of ductile concrete systems to understand the long-term performance. The results of the durability testing showed that UHPC had the best performance across the board, and that ductile concrete systems had improved durability.
The professors then described their life-cycle cost modeling methodology, which was completed to assess the costs of a representative bridge-deck made with normal reinforced concrete. There are primarily two ways to evaluate service life; experimental evaluation which describes the physical testing of materials is accurate and intuitive, while numerical evaluation is more cost efficient, time efficient, and more easily extrapolated to various scenarios. There are gaps however in numerical modeling, mainly the lack of inclusion of cracks, corrosion behavior, and boundary conditions. The team sought to develop a framework to simulate the long-term durability of a select group of materials under the combined effects of mechanical loading and environmental conditioning.
The research showed that their framework was effective in service life evaluation, and that most importantly, UHPC bridge deck experienced slower deterioration under the same traffic load and environmental conditions. The reinforced UHPC beams and reinforced UHPC bridge decks exhibited excellent resistance to chloride penetration and corrosion propagation according to the modeling results. The structural deteriorations of the reinforced UHPC systems were also significantly slower compared to that of reinforced normal strength concrete systems. The study also showed that chloride induced corrosion performance is affected by the initial damage pattern, which depends on the structure and loading conditions. This means that it becomes important to consider the structural configuration, traffic loading conditions, and climate characteristics to assess the long-term durability of an advanced reinforced concrete system.
Afterwards, Dr. Bandelt and Adams both participated in a Q&A with the audience.
Q. UHPC seems to be advancing in the bridge industry. What are the biggest challenges looking forward on the rehabilitation of bridge decks?
A. Yes, it’s advancing quite rapidly. The FHWA has a website where you can see all the projects where UHPC was deployed, and if you plot the number of projects over time, you’ll see nearly an exponential growth. Part of that is due to the fact that there is a lot of research going on, and a lot new standards coming out. Organizations like AASHTO and ACI have released a lot of design guidance that has helped spur adaptation.
Still, the biggest challenge is getting new people used to using these design methods. As we move past some of that, I think we’ll see adoption continue to increase. UHPC may not be the right solution for every project, but there are many beneficial uses for which it will be the most appropriate tool to achieve long lasting sustainability.
Q. Regarding the resilience of concrete: Are advanced reinforced concretes better able to handle the freeze/thaw cycles that could be outcomes of climate change? If so, do you have any modeling projection to show how it fairs in comparison to regular concrete?
A. We haven’t done any specific modeling in comparison to traditional concrete in relation to climate change, but in general these systems are more resilient. They simply perform better; as you saw in our research, after 300 cycles we saw virtually no damage from freeze/thaw cycles in the system. When you see that level of performance in these accelerated tests which are quite aggressive, you can extrapolate that these advanced reinforced concretes will simply perform better.
Q. Why did the HyFRC showed much higher free shrinkage than HPC? Is the HyFRC mix design different from HPC other than fibers?
A. The mix design of the HyFRC is a bit different. One thing in particular is that even though it has those blended fibers, it has a significantly higher water to cement ratio. So because it has more water, it is a bit more prone to drying shrinkage. With UHPC that turns out to be less of a concern because it’s much stronger and is not as susceptible.
Q. Could your modeling adjust relative humidity to a more wet and hot climate in the future?
A. Yes, absolutely. The case study we looked up was in New Jersey, but we can modify that to be in any setting so you can see where it would be geographically advantageous to use certain systems.
Q. Can you explain more about the deterioration we saw in slide 66?
Video Recording of Lunchtime Tech Talk!, Advanced Reinforced Concrete Materials for Transportation.
A. Basically what we did was look at tensile strains throughout a bridge area. The colors coincide with different levels of tensile strain. We counted up areas that were in different sections, and based on the percent area that we saw that was damaged, and we would use a multiplier to create a rating system.
To view a copy of the presentation, please click here.
This is just a small sampling of research on this topic in 2022 and 2023. Check out these search results discoverable through TRID (including current research projects) and Google Scholar. As shown here, links to recent searches can be saved to collaborate and share with colleagues. The links display the scale and breadth of materials that can be easily discovered.
Check out the TRB Library Snap Search (research guide) tool on social equity and underserved populations to learn more about research projects recently completed, ongoing and upcoming and links to other reports and relevant research panels overseeing research.
NJDOT’s Research Library web page includes a “hot topic” link to the “Diversity, Equity and Inclusion” (DEI) topic that can be accessed here: TRID Searches – NJDOT Technology Transfer. Close inspection of the saved TRID search will reveal that a large set of “index terms” (18 items) were used to perform this wide-ranging search; researchers, of course, can narrow their search quickly to a subset of items (e.g., environmental justice, barrier free design, civil rights, etc.)
State of New Jersey employees also have access to research tools, including specialized databases from ProQuest and EBSCO, through the New Jersey State Library. Your State Library card is the key to accessing these resources. Just complete this form to register for a State Library card.
And … did you know that many AASHTO reports and technical manuals are available electronically to NJDOT employees? These reports are available through the NJDOT Research Bureau’s SharePoint site. The State Library’s research guide also lists the availability of print and CD-ROM versions of AASHTO’s “featured/essential” publications.
Please contact the NJDOT research librarian, Eric Schwarz, MLIS, at (609) 963-1898, or email library@dot.nj.gov, for assistance in your transportation research.
The Federal Highway Administration’s National Highway Institute (NHI) is offering several environmental web-based training courses addressing climate change through adaptation and resilience. The courses are aimed primarily towards the needs of transportation personnel who work in engineering, design, and project development/NEPA units in transportation agencies (mainly State DOTs). The courses will also be relevant to those interested in planning, asset management, operations, and maintenance. Expected participants include experienced staff from State DOTs, local governments, Tribal governments, Federal State agencies, and consultants.
The free Web-based Trainings (WBTs) are prerequisites for an in-person Instructor-Led training course.
Understanding Past, Current and Future Climate Change (FHWA-NHI-142081, 2 HOURS, free). This dynamic WBT will provide participants an introduction to: future projections of various climate variables including precipitation, temperature, and sea levels; climate science principles; and, an overview of potential impacts of these changes on transportation facilities.
Systems Level Vulnerability Assessments (FHWA-NHI-142083, 2 HOURS, free). This WBT introduces participants to vulnerability concepts to understand extreme weather impacts on roadway infrastructure. Participants will learn the purpose of systems level vulnerability assessments, the various techniques used to conduct them, and how to use their results.
Adaptation Analysis for Project Decision Making (FHWA-NHI-142084, 2 HOURS, free). This WBT introduces participants to conducting facility-level adaptation assessments for project development processes. Learners will be introduced to risk-based approaches to develop and evaluate adaptation options and select an adaptation strategy.
Addressing Climate Resilience in Highway Project Development and Preliminary Design (FHWA-NHI-141085(A)) course is an Instructor-led Training (ILT) where participants will incorporate resilience concepts into engineering analysis, identify appropriate resilience strategies and recognize potential linkages between adaptive project development and environmental processes. Learners will also be introduced to project-level adaptation assessment methods.
Integrating Sustainability into Infrastructure Design and Decision Making: Core Module (FHWA-NHI-131134A, free) is a basic level training course. Upon completion of the course, participants will be able to: 1) Identify the 3 pillars of sustainability (economic, environmental, and social) and their importance in infrastructure decision-making; 2) Describe tradeoffs and context sensitivity through specific examples from the domain of transportation; and 3) Given the phases of transportation decision-making, give examples of how sustainability metrics can be incorporated into each phase of the transportation decision-making.
Introduction to NEPA and Transportation Decision-making (FHWA-NHI-142052, free).This WBT describes Federal Highway Administration’s approach to the NEPA transportation decision-making process. That process considers impacts of transportation projects on the human and natural environment while balancing with the public’s need for safe and efficient transportation. This training covers NEPA regulations, policies, and guidance defined by the Council on Environmental Quality and FHWA.
Fundamentals of Environmental Justice (FHWA-NHI-142074, 5 HOURS, free).Fundamentals of Environmental Justice (WBT) explains how environmental justice, or EJ, applies to each stage of transportation decision making. In this course, participants are presented with a variety of strategies and resources for considering EJ throughout the transportation decision-making process.
Bicycle Facility Design (FHWA-NHI-142080, 8 HOURS, free). This course covers principles of bicyclist safety, comfort, and connectivity, selection of bikeway type and associated design considerations, and national planning and design resources. This course helps practitioners deliver high-quality, safe, multimodal projects efficiently and effectively by delivering critical planning and design information.
Air Quality Planning: Clean Air Act Overview (FHWA-NHI-142068, 1.5 HOURS, free). The purpose of this training is to provide participants with an overview of air quality planning, including requirements, processes, interactions with and implications for, transportation planning and project development. This is the first in a series of air quality Web-based trainings (WBTs).
The NJ State Transportation Innovation Council (NJ STIC) convened online for the 2nd Quarter Meeting on June 14, 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.
Brandee Sullivan, NJDOT Innovation Coordinator, greeted the meeting participants, followed by Assistant Commissioner Michael Russo who provided the Welcome and Opening Remarks. He noted that there are efforts to hold the 3rd quarter STIC meeting in person. He welcomed Mr. Christopher Paige, Innovation Coordinator and Community Planner for the FHWA NJ Office. Mrs. Sullivan introduced Vandana Mathur, the new CIA Team Lead for Mobility & Operations.
FHWA EDC Innovation. Mr. Paige stated that FHWA will have the EDC-7 baseline reports finalized soon. He noted that, in this EDC round, the progress report schedule has changed. There is no six-month report due this summer; the next report will be due in spring 2024. Mr. Paige also shared that FHWA will hold periodic webinars on EDC-7 initiatives and he will coordinate to send notifications out about the schedule.
Mr. Paige also thanked FHWA and NJDOT staff who attended the American Council of Engineering Companies Design Summit. He noted that the Innovation presentation, which focused on the EDC initiatives, was well received.
Core Innovation Area (CIA) Updates. The meeting continued with presentations from Core Innovative Area (CIA) leaders who provided updates of the status of EDC initiatives on the topics of: Safety, Infrastructure Preservation, Mobility and Operations, Organizational Improvement and Support, and Planning and Environment.
Featured Presentation – NJDOT Sustainability Initiatives.
Three presentations were given on NJDOT Sustainability Initiatives.
Presentation # 1 – Foamed Glass Aggregate. Kimberly Sharp, NJDOT Bureau of Geotechnical Engineering and Geology, spoke about Foamed Glass Aggregate (FGA) which is made from 100 percent recycled glass. Use of the material reduces waste in landfills, alleviates the burden on waste management infrastructure, and promotes a more sustainable approach to handling waste. CO2 emissions and energy use for production is 50 percent less than for other lightweight aggregates used by NJDOT. Due to FGA’s light weight, fewer trucks are needed to transport it, which keeps heavier trucks off the road, and reduces emissions and congestion.
Lightweight and durable, the material is non-leaching, rot-resistant, and non-flammable. Ms. Sharp discussed the manufacturing process and the various applications of FGA in NJDOT projects, including as fill behind retaining walls and abutments, around utilities, tunnels and culverts to lighten loads, underneath roads to raise the profile in areas of flooding. These projects have saved millions of bottles from the landfill.
In the future, FGA may be used for flood mitigation (underground reservoirs), noise walls, as backfill for Mechanically Stabilized Earth (MSE walls), and in rehabilitation projects for abutments and wall reconstruction.
Ms. Sharp mentioned another process they are investigating that makes pellets from plastic bags and places the material in concrete.
Presentation #2 – NJDOT Initiatives for Sustainability in Pavements. Robert Blight, NJDOT Pavement and Drainage Management Technology, talked about innovative pavements including rubber pavements made from scrap rubber tires, recycled asphalt pavement, and recycled plastic waste. The use of these materials has the potential to reduce pavement life-cycle costs, greenhouse gas emissions, energy consumption and noise.
Recycled scrap rubber tires is an engineered waste product the use of which could reduce pollution of water and air from landfill storage. Asphalt rubber is ground tire rubber incorporated into open-graded asphalt pavement material. Some applications recycle up to 1,000 tires per lane mile. Winter maintenance became an issue for NJDOT and application in roadways was paused, but the material could be used on shoulders or for parking lots.
NJDOT used an asphalt rubber gap-graded mixture on a project in 2014 which is still performing well, and asphalt rubber binder in asphalt rubber chip seal was used on a project in 2018.
Reclaimed asphalt pavement (RAP) uses asphalt milled during resurfacing projects. Some concerns include performance issues with the binder and the need to process the material to achieve uniformity rather than adding directly to pavement material. A 2012 project that used a high-RAP mixture is still performing well.
There has been a lot of research into using waste plastic in pavements looking for long-term performance and sustainability. NJDOT has an ongoing research project with Rutgers exploring use of plastic waste as a modifier in pavement materials. Safety, health and environmental concerns with using plastic requires reliance on research and engineering expertise.
Presentation #3 – Sustainable Research Projects. Mansi Shah and Kamal Patel, NJDOT Bureau of Research spoke about current research projects on sustainable materials. Ms. Shah discussed the research process for the Implementation of Pervious Concrete Sidewalks in New Jersey. Ms. Shah described the material which is made of cement, aggregates, water, and admixtures, poured over a stone reservoir that temporarily stores rainwater before infiltration to the subsoil. The material plays a role in stormwater management by reducing puddling and slowing stormwater surface runoff. The implementation phase involved a pilot demonstration sidewalk project in Montgomery Township. Regular maintenance of the material is required to keep the voids free of debris.
Ms. Shah noted that the Bureau of Research seeks to conduct research studies to explore the possibility of recycling scrap tires for use as aggregate in concrete and asphalt. This process addresses a growing environmental problem and threat to health. Ms. Shah suggested collaboration with Robert Blight on this area of mutual interest.
Mr. Patel discussed Energy Harvesting from Roadway and Bridges as an alternative to electricity produced by burning fossil fuels. Energy harvesting uses the current transportation infrastructure to generate electricity for various transportation applications such as powering sensors and other lighting as well as wireless data transfer devices to monitor traffic data and infrastructure. The research explored photovoltaic materials and Piezo electric materials. In the first project phase, researchers explored the configuration of solar panels on noise barriers and found an optimal configuration for maximum power output.
The second project phase employed piezoelectric sensors embedded on bridge structures. Energy harvesting can be achieved by compression caused by traffic traveling over the sensors, or by vibration, caused by traffic loads and winds, detected by sensors attached to the bridge structure. The research focused on sensors attached to bridge structures and what resonant frequency would yield higher voltage outputs. Lab testing and full-scale testing were conducted.
Reminders and Updates. Mrs. Sullivan closed the meeting with information and reminders on the online location of several resources that highlight the NJ STIC and other innovation topics funded through research and technology transfer activities, including:
NJDOT Tech Transfer Website - http://www.njdottechtransfer.net/
NJ STIC Meeting notes including presentations and recordings can be found in the NJ STIC section for the website (https://www.njdottechtransfer.net/nj-stic-meetings/)
Sal Cowan spoke about the new NJDOT Bordentown Training Center. In seeking to address the need for a workforce that is right-sized, properly trained and properly equipped, NJDOT has developed a first-class training facility and a business unit dedicated to training the technical workforce. The training facility will be used specifically by Operations. However, in describing key elements of the facility, Mr. Cowan emphasized that it will be available to serve the entire Department.
Mrs. Sullivan spoke about the 10th anniversary of the 2023 American Council of Engineering Companies Design Summit. The Summit gathers people from various areas of the transportation design industry. This year’s theme was innovation and the event featured several presentations on EDC-7 topics and the role of NJ STIC, and a discussion on the barriers to innovation.
She added that there are free trainings on EDC-7 topics through the Local Technical Assistance Program at Rutgers-CAIT. She shared links to an upcoming schedule of trainings and noted that there will be more trainings available in the future.
Mrs. Sullivan announced that the NJDOT Bureau of Research has combined the innovative ideas portal with the research portal to gather high quality ideas from the transportation community. For more information and to register for an account and submit ideas on the NJ Transportation Ideas Portal, go here.
Mrs. Sullivan also announced that STIC Incentive Program funds are available. The FHWA offers these funds, as well as technical assistance, to support the standardization and advancement of innovative practices in a state transportation agency or other public sector STIC stakeholder. NJ STIC receives $100,000 each year. Mrs. Sullivan asked that the STIC network members communicate these grant opportunities through their networks. She noted that local public agencies are eligible to apply. Find more information, including examples of allowable activities and prior recipients, here.
Mike Russo and Amanda Gendek, Manager, NJDOT Bureau of Research, provided closing remarks.
A recording of the NJ STIC June 2023 meeting can be found here.
The Meeting Presentations can be found in its entirety here or in sections below.
Welcome Remarks & FHWA Updates
CIA Team Organizational Support & Improvement Updates
CIA Team Safety Updates
CIA Team Mobility & Operations Updates
CIA Team Infrastructure Preservation Updates
CIA Team Planning & Environment Updates
Feature Presentation #1:
NJDOT Sustainability Initiatives. Kimberly Sharp, Bureau of Geotechnical Engineering
Announcements and Reminders
Feature Presentation #2:
NJDOT Sustainability Initiatives: Robert Blight, Bureau of Pavement & Drainage Management and Technology
Featured Presentation #3
NJDOT Sustainability Initiatives:
Mansi Shah & Kamal Patel, Bureau of Research
On April 26, 2023, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! webinar, “Research Showcase: Lunchtime Edition!”. The event featured three important research studies that NJDOT was not able to include in the NJDOT Research Showcase virtual event held last October. The Showcase serves as an opportunity for the New Jersey transportation community to learn about the broad scope of academic research initiatives underway in New Jersey.
Video Recording: 2023 Research Showcase Lunchtime Edition
The three research studies explored issues at the intersection of transportation and the environment and the advancement of sustainable transportation infrastructure. The presenters, in turn, shared their research on the design and performance evaluation results of harvesting energy through transportation infrastructure; the properties of various materials used in roadway design treatments to effectively quantify and mitigate stormwater impacts of roadway projects; and analytical considerations inherent in estimating road surface temperatures to inform the development of a winter weather road management tool for NJDOT. After each presentation, webinar participants had an opportunity to pose questions of the presenter.
Presentation #1 – New Design and Performance Evaluation of Energy Harvesting from Bridge Vibration by Hao Wang, Associate Professor, Civil and Environmental Engineering, Rutgers Center for Advanced Infrastructure and Transportation (CAIT)
Dr. Wang noted that energy harvesting converts waste energy into usable energy that is clean and renewable for various transportation applications. Energy harvesting projects can be large scale (solar or wind energy solutions) or micro-scale (providing power for lighting, self-powered sensor devices, and wireless data transfer).
In this project, the large scale application considered the use of photovoltaic noise barriers (PVNBs) which integrate solar panels with noise barriers to harvest solar energy. His research developed energy estimation models at the project- and state-level for a prototypical design installation of noise barriers.
In his presentation, Dr. Wang focused on the micro-scale application that employed piezoelectric sensors on bridge structures. He noted that piezoelectric energy harvesting can be achieved by compression or vibration. He explained that traffic and winds cause roadway bridges to vibrate. This movement subjects the piezoelectric sensors to mechanical stresses or changes in geometric dimensions which create an electric charge.
Piezoelectric energy harvesting is affected by the material, geometry design of the transducer, and external loading. Instead of embedding sensors in pavements, the researchers sought to attach the sensors to the bridge structure imposing less impact on the host structure and increasing the ease of installation. They developed and evaluated new designs of piezoelectric cantilevers to create a range of resonant frequency to match with bridge vibration modes.
Multiple degree-of-freedom (DOF) cantilever designs were tested in the laboratory, and in full-scale tests. The goal was to customize the design to maximize power outputs resulting from bridge vibrations. Multiple cantilever design options were examined with adjustable masses. Simulation models were developed for estimating energy harvesting performance and to facilitate the optimization of mass combinations through quantitative models.
The researchers used finite element models to simulate the effect, and assessed the model in the laboratory to manage the voltage output of various designs. Bridges have multiple vibration frequencies under different vibration modes, on the bridge structure and the span. A full-scale bridge test was conducted using the Rutgers-CAIT Bridge Evaluation and Accelerated Structural Testing lab (BEAST) to give sample voltage outputs from cantilevers.
Future research will be needed to explore the effect of loading speed that takes into consideration the variable speeds on a bridge something that was not captured in the laboratory testing.
Findings of the research included: multiple degree of freedom (DOF) cantilevers can generate considerable energy when resonant frequencies match vibrational frequencies of the bridge structure; finite element modeling can predict resonant frequencies of multiple-DOF cantilevers as validated by experiments and ensures that numerical models can be used to explain the relationship between resonant frequency and mass combination for optimized design; and the proposed cantilever designs and optimization approach can be used for piezoelectric energy harvesting considering a variety of vibration features from bridges under different external conditions.
Dr. Wang responded to questions following his presentation:
Q. How far below the asphalt are the sensors placed and how often do they need to be replaced? A. For this project, the installation in this phase used a magnetic fixture to attach the cantilever to the girder. The installation procedure was easy for this phase. For a field installation, we will need to consider more thoroughly the mount and durability but did not need to address this during this phase and we do not have real-world data now to share about that.
Q. Would the vibrations be amplified with the cables? A. The cables on the real bridge – if we attached to the cable the vibrations would be less, which is why we attached them to the girder.
Presentation #2 – Impacts of Vegetation, Porous Hot Mix Asphalt, Gravel and Bare Soil Treatments on Stormwater Runoff from Roadway Projects by Qizhong (George) Guo, Professor, Civil and Environmental Engineering, Rutgers Center for Advanced Infrastructure and Transportation
Click for PDF
Dr. Guo described the effect of increased impervious coverage in urban locations that leads to increased surface water runoff. Transportation agencies are required to assess and mitigate the stormwater runoff impacts of roadway projects. The project explored the effect on runoff of use of gravel, vegetation, porous Hot Mix Asphalt (HMA), and bare soil. Areas where these materials would be used include the roadway right-of-way, medians, and beneath guiderails.
Variables explored in lab testing included subsoil hydraulic conductivity, rainfall intensity and rainfall duration. The researchers used the Curve Number (CN) method for estimating direct runoff from rainstorms. Lab testing involved a column of soil with little lateral flow and limited depth to the level representing the water table. To apply lab findings to field conditions, the regression equation of Curve Number versus the infiltration rate obtained from the laboratory measurements can be applied after replacing the laboratory-measured infiltration rate with the field-measured subsoil hydraulic conductivity or assigned hydrologic soil groups.
This research resulted in Curve Numbers for bare soil and vegetation similar to the established CNs for dirt (including right-of-way) and open space (lawns, fair condition). The estimated CNs for gravel were significantly smaller than the established CNs for gravel (including right-of-way). The research resulted in CNs for porous HMA but no comparison can be made as there is no established CN for this material. The project could help NJDOT in seeking approval of the Curve Numbers for gravel and porous HMA from regulatory agencies. In addition, the study affirmed the use of pervious surfaces and the effectiveness of stormwater runoff reduction to restore natural hydrology.
Following the presentation, Dr. Guo responded to questions asked through the chat feature:
Q. What are preventative measures to avoid porous HMA clogging? A. Sediment source control is needed to prevent dirt and dust from entering the porous HMA. If the area around the pavement is subject to erosion, runoff carries this dirt or sand into the material. If the material becomes clogged, a vacuum is needed to clean it.
Q. Can we disperse runoff in roadway drainage systems as opposed to collection? A. There are several ways to disperse runoff, such as by the use of rain gardens, a horizontal spreader, or use of a stone/gravel strip to spread the runoff.
Some questions were submitted in the Chat and, due to time constraints, were answered by Dr. Guo after the Tech Talk.
Q. We recently had a project meeting during concept development where we suggested porous asphalt for guide rail base. Another team mentioned they would prefer we not use PHMA due to it clogging over time and basically becoming HMA. What research has been done on PHMA effectiveness over time, and what can be done to remedy reduced flow (if it does occur)? A: The clogging of porous hot mix asphalt (PHMA) and other porous pavement varieties is undeniably a significant and pressing issue. Our study for NJDOT did not tackle the problem of clogging, but other researchers have conducted relevant investigations, and more targeted research is anticipated. The most effective method to reduce clogging is by preventing excessive coarse sediment from entering PHMA and other porous pavements. Special care should be taken to maintain the surrounding landscape in order to mitigate soil erosion, and not to apply sand to any of the road surfaces for snow abatement. Alternatively, sediment in the runoff can be captured or filtered using a swale or gravel strip before it enters the PHMA or other porous pavement areas. Implementing a proactive inspection and monitoring system for clogging is also essential.
In cases where PHMA or other porous pavements become clogged, a vacuum street sweeper or regenerative air sweeper can be employed to dislodge and remove the solid materials. However, traditional mechanical sweepers should be avoided, as they may cause the solids to break down or force particulates deeper into the porous spaces, exacerbating the clogging issue in porous pavements.
Q. Did you use the same course stone mix in the NJDOT specs for the course stone non-vegetative surface. I assume you are calling this gravel. A: Yes, the NJDOT construction specifications were adhered to in the design of the laboratory setup for all four land treatment types: gravel, porous hot mix asphalt, vegetation, and bare soil. These specifications can be found in the “Roadway Design Manual (2015)”, “Standard Construction Details (2016)”, and “Standard Specifications for Road and Bridge Constructions (2019)”. Comprehensive details are provided in Table 13 in Appendix A of our Final Report for the research project (FHWA-NJ-2023-004).
Q. What compaction did you use for the porous HMA? We usually use only a small portable tamper machine in the field with about 2 passes. A. In our laboratory, a gyratory compactor was employed for the compaction of the porous HMA samples tested. Two relevant sentences in our Final Report for the research project (FHWA-NJ-2023-004) state: “For the porous asphalt land treatment, cylindrical porous Hot Mix Asphalt (HMA) gyratory samples with a diameter of 6 in and a depth of 4 in were manufactured at Rutgers CAIT Asphalt Pavement Lab. The mix design utilized to manufacture the HMA met the requirements of the Open-graded Friction Course in the Updated Standard Specifications for Road and Bridge Construction (2007).”
Q: Can this report be used to get acceptance of porous HMA by DEP? A: Yes, although further dialogue with NJDEP, NRCS, and other relevant agencies or organizations may be necessary for the ultimate acceptance.
Q: NJDOT Materials lab did a study of various ages of porous HMA in the field and found out that it did not clog over an 8 year period. It appeared to be self-cleaning. A: I appreciate the information you provided. The likelihood of porous HMA clogging is closely related to the volume and size of solids, sediment, or particulates entering it. A minimal amount of fine particulates is unlikely to cause serious or rapid clogging issues in porous HMA. To my knowledge, there is no “self-cleaning” mechanism inherent in porous HMA.
Q: What about the contamination in runoff water which will penetrate in subsoil? A: Contaminants in runoff water should not be allowed to infiltrate the subsoil. Highly contaminated runoff must not directly enter land treatments (LTs), green stormwater infrastructure (GSI), stormwater Best Management Practices (BMPs), or stormwater control measures (SCMs). Instead, these systems will treat mildly contaminated runoff as it passes through them. Consequently, the runoff water will achieve a relatively high level of purity before it infiltrates the subsoil.
Presentation #3 – Practical Considerations of Geospatial Interpolation of Road Surface Temperature for Winter Weather Road Management by Branislav Dimitrijevic, Assistant Professor, Civil and Environmental Engineering, New Jersey Institute of Technology (NJIT) and Luis Rivera, Analyst Trainee, NJDOT Transportation Mobility, Transportation Operations Systems & Support
Click for PDF
Mr. Rivera provided background on NJDOT’s Weather Savvy Road System that addresses the need for proactive winter road maintenance and the wide variation in road conditions throughout the state. There are only 48 stationary Road Weather Information Systems (RWIS) stations across the state in areas that are deemed essential. They provide information on road conditions (wet or dry), and road temperature. The Weather Savvy Road System integrates stationary RWIS and mobile RWIS (MRWIS) to track road conditions in real time, provide data visualization to operators to inform decision-making, and assist in planning road management.
In 2017, NJDOT received a USDOT Accelerated Innovation Deployment grant for implementation of FHWA’s Every Day Counts Round 4 Weather Savvy Roads Integrating Mobile Observations (IMO) innovation. The agency deployed Internet of Things (IoT) and Connected Vehicle technology to improve road weather management. NJDOT installed sensors and dash cameras on 24 fleet vehicles to pick up air temperatures, road temperatures, surface condition, and road grip, and portable PC equipment to analyze and report this information to improve safety for the traveling public and inform decision-making. Road surface temperature is the most indicative measure of road condition.
Dr. Dimitrijevic discussed research undertaken to gather road surface temperatures using Kriging, a geospatial interpolation model. The goal was to discover a way to extrapolate the information collected from the sensors to provide estimated road surface temperatures across the entire road network within NJDOT’s jurisdiction.
The researchers collected data from RWIS/MRWIS and other data available, including land coverage, elevation, etc., that can affect road surface temperatures (RST). They sought to use a Kriging Interpolation and Machine Learning Model to give estimated RSTs over the network to inform planning and evaluation of winter road maintenance efforts. Variability in RST across the analysis region is a big factor. Researchers needed to find a function that fit the variability between the data points, and use that to estimate the parameter value at any particular point.
Dr. Dimitrijevic discussed the differences between three Kriging methods: Ordinary Kriging and Universal Kriging, the simplest and fastest to calculate; regression Kriging which uses additional factors, besides distance, that will affect RST; and Empirical Bayesian Kriging that uses Bayesian inference to calculate parameters, but also calculates the probability of making an error.
All three Kriging methods assume that for any correlation between a given parameter that you are trying to estimate in a given area, there is a relationship between the values of that parameter at different points that depends on the actual location of the points, or distance between points. The method uses the known value of surrounding parameter points, for example, the road surface temperature at these points, and measures the distance between these points of known parameter value to estimate the parameter (RST) at the unknown point. Kriging assumes a statistical relationship involving the distance between RWIS stations.
Researchers conducted case studies using RST interpolation of stationary RWIS data by driving between RWIS locations, and then expanded the RWIS coverage of mobile sensors during a winter storm event. They found the best results came from combining RWIS and mobile RWIS data. They found Regression Kriging to be helpful for including other factors (the most statistically significant being vegetation type, land cover type, distance to water, and elevation). Increasing the mobile RWIS records reduced the error level, and this finding resulted in a recommendation to increase the number of mobile sensors on NJDOT’s fleet.
Kriging was effective in capturing the spatial variation in the dataset. An error of one degree Fahrenheit still needs to be addressed. The researchers continue to look into solutions in ongoing research which will explore additional interpolation methods, integration of short-term past predictions, and a bi-level interpolation using stationary RWIS data at a regional scale and the mobile RWIS data to make adjustments to the local scale.
The model that performed best was implemented in a web-based map tool that gathers data in real time and refreshes the estimated road surface temperature every 10-15 minutes, providing a map and the ability to download data. When complete, this tool will become part of the toolbox for Operations, Maintenance and Mobility division.
Dr. Dimitrijevic answered questions following his presentation:
Q. How is the dew point and frost point measured by the sensor? A. Dew point is not measured; there are statistical models that calculate readings of air temperature, air humidity and pressure to determine dew point or frost point. Dew point and frost point are the same thing. The term used depends on the temperature.
Q. What other interpolation models, besides Kriging, will you be looking at? A. We are looking at a combination of machine learning and geo-statistical modeling. There is also bi-level modeling that uses one method to regress the regional scale estimate, and another to use the localized readings to adjust the estimates for a local roadway. These methods require more computation time, but we are looking for models that can calculate in real time for tactical management purposes.
A recently completed research study on NJ TRANSIT grade crossing safety focuses on identifying locations for rail grade crossing elimination. Researchers from Rutgers’ Center for Advanced Infrastructure and Transportation (CAIT), Asim Zaman, P.E., Xiang Liu, Ph.D., and Mohamed Jalayer, Ph.D., from Rowan University, developed a methodology using 20 criteria to narrow a list of 100 grade crossings to ensure appropriate identification for closure. The process helps NJ TRANSIT and New Jersey Department of Transportation (NJDOT) to direct limited funds to areas of greatest need to benefit the public.
Across the country, 34 percent of railroad incidents over the past ten years have occurred at grade crossings. The elimination of grade crossings can improve public safety, decrease financial burdens, and improve rail service to the public.
According to the proposed methodology, the 20 crossings recommended for closure located in Monmouth County (60%), Bergen County (25%), and Essex County (25%).
The researchers ranked grade crossings in New Jersey using the following data fields: crash history, average annual daily traffic, roadway speed, roadway lanes, length of the crossing’s street, weekday train traffic, train speed category, number of tracks, access to train platforms, intersection angle, distance to alternate crossings, distance to emergency and municipal buildings, whether emergency and municipal buildings are on the same street, and date of last or future planned signal and surface upgrades. This process resulted in a final list of 20 grade crossings eligible for elimination.
To understand how this study will be used, we conducted an interview with NJTRANSIT personnel Susan O’Donnell, Director, Business Analysis & Research, Ed Joscelyn, Chief Engineer – Signals, and Joseph Haddad, Chief Engineer, Right of Way & Support.
Q. How will the report inform decision-making?
It is important to have solid research and strong evaluation criteria, such as developed by this study, on which to base decisions for grade crossing elimination. In addition to the study, we looked at what other state agencies and transit agencies have done with grade crossing elimination, as well as criteria recommendations from Federal Highway Administration (FHWA) and Federal Railroad Administration (FRA). Following up on this study, NJ TRANSIT and NJDOT are considering next steps that would be needed to close the 20 identified grade crossings. In New Jersey, the Commissioner of Transportation has plenary power over the closing of grade crossings.
Q. What other information will be needed to assess these locations?
Local concerns about grade crossing elimination tend to focus on traffic re-routing, including the possible impacts on neighborhoods, time needed to reach destinations, and emergency vehicle access to all parts of a community. The criteria established by the study addressed these areas of concern. Prior studies have determined that the road networks around the identified locations are adequate to accommodate re-routed traffic. The current research study took into account the findings from those prior studies. As each project moves forward, NJDOT will determine if additional information will be needed.
Q. Is elimination of any of these grade crossings part of NJ TRANSIT’s capital program?
All of the closings are part of the capital program. Funding for the grade crossing elimination comes from the federal government and NJ TRANSIT. NJ TRANSIT funding is in place to close the crossings.
Q. Are there benefits of the research study beyond identification of the 20 grade crossings?
The research study developed the criteria and process for identifying grade crossings for elimination. This framework can be used in the future to assess other grade crossings for possible elimination. NJ TRANSIT is grateful to NJDOT for funding this important research project to improve safety.
For more information on this research study, please see the resources section below.
Do you have to reduce the curb height to make the longitudinal barriers compliant with AASHTO Manual for Assessing Safety Hardware (MASH) requirements?
Join AASHTO for an information-packed webinar with New Jersey Department of Transportation on how saw-cutting is used in curb retrofitting to make longitudinal barrier installations compliant with new requirements in a safer, more cost-effective, and more efficient manner.
The American Association of State Highway and Transportation Officials (AASHTO) Innovative Initiative (AII) program recognized NJDOT’s Sawcut Vertical Curb as one of seven Focus Technologies in 2022. More info about the about the AII award and the Saw Cut Vertical Curb innovation can be found here.
AASHTO’s webinar will be held on Wednesday, April 12, 2023 at 2:00 pm EDT. Register HERE
NJDOT Build a Better Mousetrap winner, Saw Cut Vertical Curb, is a response to a change in standards requiring existing curbing at guide rails to be reduced in height. This innovation increases safety and cost savings.
During this free webinar, participants will engage with NJDOT practitioners and contractors who have first-hand experience in implementing the saw-cutting method on their projects successfully.
Discussion will include:
Benefits of saw-cutting vertical curbs
Implementation considerations
Successes and lessons learned
Resources to get you started
Lead States Team Expert Presenters and Panelists
Gary Liedtka-Bizuga, New Jersey Department of Transportation
Henry Jablonski, New Jersey Department of Transportation
Peter Harry, Jr., ML Ruberton Construction Co., Inc.
Rick Berenato, ML Ruberton Construction Co., Inc.
Click to learn more about the Saw Cut Vertical Curb innovation and the New Jersey Build a Better Mousetrap program.
The NJ State Transportation Innovation Council (NJ STIC) convened online for the 1st Quarter Meeting on March 15, 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.
Welcome and Introductions. Brandee Sullivan, NJDOT Innovation Coordinator, greeted the meeting participants, followed by Assistant Commissioner Michael Russo who provided the Welcome and Opening Remarks. He introduced a new Core Innovation Area Team, Planning and Environment, that will lead the implementation activities for two of the EDC-7 Innovations being addressed by the NJ STIC. The two EDC-7 innovations, EPDs for Sustainable Project Delivery, and Integrating GHG Assessment and Reduction Targets in Transportation Planning, will fall under the responsibility of this newly formed CIA Team. Andrew Swords, NJDOT, and Sutapa Bandyopadhyay, FHWA, are the leads for this Team.
Asst. Commissioner Russo thanked Helene Roberts, Innovation Coordinator and Performance Manager for the FHWA NJ Office, who is retiring in April. He thanked Helene for her years of service, and her guidance and support in making the NJ STIC successful. Mr. Russo introduced Robert Clark, Division Administrator for the FHWA NJ Office, who also thanked Helene for all her work. He noted that she is a Pavement and Materials engineer and has recently won two national awards. In crediting Ms. Roberts for her significant work on behalf of the NJ STIC, Mr. Russo showed a timeline of the STIC’s development over more than 10 years of innovating, including being the recipient of two STIC Excellence Awards.
FHWA Innovation Updates. Helene Roberts spoke about the closeout of EDC-6 and provided a summary of the status of each innovation initiative at the end of the two-year period. She noted that Crowdsourcing for Advancing Operations and Virtual Public Involvement had reached the institutionalization stage. The other EDC-6 Round innovations undertaken by the NJ STIC had not changed status at the close of the two-year period, but were on a path to continue to make progress by their respective teams.
Ms. Roberts also spoke about the EDC-7 National Summit recordings of which will be available on-demand for a year. Access to all of the recordings requires registration. Ms. Roberts noted NJ participation in the National Summit: Sal Cowan presented on Next-Gen TIM technologies in use by NJDOT, and Ted Ritter, NJTPA, and Jaclyn Davis, DVRPC, presented on Virtual Public Involvement at the National STIC Network Showcase. General information about the EDC-7 Virtual Summit can be found here along with a link to the event's agenda. A short post about the NJ involvement at the FHWA Virtual Summit, including the referenced presentations, can be found here.
Amanda Gendek, Bureau of Research summarized the EDC-7 NJ Caucus proceedings held on February 22, 2023. She requested that those who participated in the NJ Caucus could still complete the Feedback Form (a link was shared) to help the NJDOT Bureau of Research in organizing future Caucus-related events.
Breakout Rooms: EDC-7 Conversations with Core Innovation Area Leads. The meeting continued with conversations with Core Innovative Area (CIA) leaders about the EDC-7 innovations being pursued by the NJ STIC. Attendees chose to join one of the five CIA Team breakout sessions: Safety; Infrastructure Preservation; Mobility and Operations; Organizational Improvement and Support; and Planning and Environment. The sessions continued the discussions that began with the NJ STIC Caucus and reviewed the baseline status of each innovation, the stage of deployment goal for the innovation over the next two years. and implementation steps that could be taken to achieve the deployment goal.
Featured Presentation – Nighttime Visibility for Safety. Two presentations highlighted research on lighting design guidance and various design improvements aligned with advancing Nighttime Visibility for Safety, an EDC-7 Innovation topic.
Leigh Ann Von Hagen, Managing Director, Active Transportation & Mobility Safety Group, Rutgers Voorhees Transportation Center (VTC), and Greg Woltman, Project Coordinator, summarized previous work on street lighting and the relationship of lighting to pedestrian and bicyclist crashes. Enhancing nighttime visibility for pedestrian and bicycle safety is the subject of a research effort on Life-Saving Lighting that Rutgers-VTC is beginning with researchers at Rowan University funded through the NJ Bicycle and Pedestrian Resource Center. This work will result in a lighting design guide for local jurisdictions. VTC requested input from people in the meeting through a Menti poll. Anahita Kakhani, Graduate Research Assistant at Rowan, introduced herself as a member of the research team for preparing the lighting design guide.
Charu Jegan and Andrey Terentiev, NJDOT Bureau of Traffic Engineering, presented on safety countermeasures for Nighttime Visibility and pedestrian and bicyclist safety. NJDOT has been installing LED lighting on state highways; improving ADA accessibility for pushbuttons and voice command at crosswalks, and ensuring that pedestrian signal heads can be seen clearly from the crosswalk; installing traffic signal backplates with retroreflective tape; installing pedestrian-activated Rectangular Rapid Flashing Beacons (RRFB); and evaluating the effectiveness of vertical illumination. They discussed the benefits and challenges of these countermeasures.
Reminders and Updates. Mrs. Sullivan closed the meeting with information and reminders on the online location of several resources that highlight the NJ STIC and other innovation topics funded through research and technology transfer activities, including:
She announced that the 2023 Design Summit, sponsored by NJDOT, FHWA, and American Council of Engineering Companies (ACEC), has a theme of Innovation. The Summit will be held on Wednesday, May 17, 2023. NJDOT Bureau of Research will be gathering information from NJ stakeholders on EDC-7 initiatives through the use of QR-coded surveys.
Mrs. Sullivan also announced that STIC Incentive Program funds are available. The FHWA offers these funds, as well as technical assistance, to support the standardization and advancement of innovative practices in a state transportation agency or other public sector STIC stakeholder. NJ STIC receives $100,000 each year. She asked that the STIC network members communicate these grant opportunities through their networks. Local public agencies are eligible to apply. Find more information, including examples of allowable activities and prior recipients, here.
Mrs. Sullivan reminded attendees about the NJ Build a Better Mousetrap Competition. The deadline for entries is May 1, 2023. This year, state agencies can submit innovations to the national competition if the innovation is replicable in other agencies. To learn more about the competition and see examples of past winners, go here, or download the entry form and guidance here.
The NJDOT Research Library operates as a branch of the New Jersey State Library. Opened in 1962 as part of the Bureau of Research, of which it is still a part, the library is funded through the Federal Highway Administration (FHWA)’s State Planning and Research Program. The library provides efficient access to information related to all aspects of transportation.
The NJDOT Research Library provides reference and referral services to NJDOT employees at the NJDOT headquarters building and throughout the state, New Jersey state government employees, and members of the general public. Materials may be used onsite or, for state government employees, by loan. Library services are available in full to New Jersey state employees. The general public may use the collection by e-mail appointment.
NJDOT RESEARCH LIBRARY
WHAT
Services include lending, literature review, and research.
Links to other resources including FHWA, AASHTO Publications, ASTM Standards, Exam Guides, and Statistics.
Access to TRB’s Transportation Research Information Databases to perform searches on “hot topics” and 37 other subject area categories.
Quick access to the LibGuide for Transportation at the NJ State Library.
Library orientation video explains the resources of the NJ State Library.
WHY
The NJDOT Research Library provides knowledge resources to transportation professionals in New Jersey so that they can plan, design, construct, and maintain a high-quality transportation system.
WHEN
The on-site library is open, and the research librarian available, Monday – Friday 8:00 am – 3:30 pm
Online resources are available through the NJDOT Technology Transfer website
HOW
Materials, hard copy and electronic, available for loan
Online access to other databases and resources
PRACTICAL CONSIDERATIONS
Providing library services assists staff with acquiring needed information, connects staff to domestic and international research resources, and enables staff to prepare for professional examinations.
Providing quick access to often-used resources saves time for staff and ensures access to the most recent information, research, and standards.
LINKS & RESOURCES
NJDOT Research Library on the NJDOT Technology Transfer website
The FHWA EDC-7 Virtual Summit, held February 14-16, 2023, featured several New Jersey initiatives.
NJDOT’s Sal Cowan, Senior Director, Transportation Mobility, presented as a subject matter expert on Next Gen TIM: Technology for Saving Lives. He discussed NJDOT’s use of real-time notifications to commercial drivers, LED flares at incident scenes, and light towers on incident management response trucks for scene lighting. You can see his presentation here or the first video to the right.
As part of the National STIC Network Showcase, two New Jersey Metropolitan Planning Organizations, North Jersey Transportation Planning Authority (NJTPA) and Delaware Valley Regional Planning Commission (DVRPC), presented on techniques for Virtual Public Involvement. The MPOs used innovative strategies to increase public participation, particularly among traditionally underserved populations, in the long-range planning process. Click to see the presentation or see the second video to the right.
Six New Jersey innovations were included as part of the National STIC Network Innovation Showcase. Please click on the images below to find out more about these innovations that were implemented in the Garden State.
The FHWA EDC-7 Virtual Summit introduced the next round of innovative initiatives that merit widespread adoption by transportation agencies and other stakeholders.
General information on the EDC-7 Virtual Summit can be found here along with a link to the agenda for the event.
FHWA EDC-7 Virtual Summit Breakout: Next Gen TIM: Technology for Saving Lives
FHWA EDC-7 Virtual Summit | National STIC Network Showcase: Growing an Inclusive
