Author Archive: Stephanie DiPetrillo

What is Innovative in the Bipartisan Infrastructure Law? Greater Investment in Safety, Equity, and Climate and Resilience

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On November 15, 2021, the Infrastructure Investment and Jobs Act (IIJA), often referred to as the “Bipartisan Infrastructure Law” (BIL), was signed into law.  With the BIL’s passage, the United States has committed approximately $550 billion to transportation infrastructure within a wider $1 trillion + federal reinvestment in the nation’s infrastructure [1].

Much of the BIL transportation funding seeks to encourage and prioritize the repair, reconstruction and replacement and maintenance of existing transportation infrastructure with appropriations totaling some $350.8 billion (FY 2022-2026), drawing from the highway trust fund ($303.5 billion) and advance appropriations from the general fund (47.3 billion). Most of the highway funding is apportioned to States based on formulas specified in Federal law.  New Jersey could receive approximately $8.1 billion over five years for highways and bridges, based on the federal highway funding formula, or about 41.6 percent more than the State’s funding under current law [2]. However, the BiL also provides significant funding through various competitive grant programs such as the bridges and megaprojects that can demonstrate substantial economic benefits.  New Jersey’s Portal North Bridge under construction in Secaucus reportedly may meet the requirements for a Capital Investment Grant for transit projects [2].

 

 

All U.S. DOT modes will receive transportation funding from BiL with the greatest amount handled through the Federal Highway Administration (FHWA).
All U.S. DOT modes will receive transportation funding from BiL with the greatest amount handled through the Federal Highway Administration (FHWA).
Most of the highway trust funding is apportioned by formula to the states.
Most of the highway trust funding is apportioned by formula to the states.
A great deal of the BiL funding being directed for HIPs from the General Fund is formula-based.
A great deal of the BiL funding being directed for HIPs from the General Fund is formula-based.
Two new climate-focused programs, the Carbon Reduction Program and PROTECT, together match the scale of funding set aside for CMAQ—widening the scope of environmental concerns beyond congestion mitigation and air quality.
Two new climate-focused programs, the Carbon Reduction Program and PROTECT, together match the scale of funding set aside for CMAQ—widening the scope of environmental concerns beyond congestion mitigation and air quality.

Notably, the BIL takes innovative steps in the realms of safety, equity, and climate change and resilience to increase investment and resources for programs, new and old, that will tackle the challenges of the 21st century in both a national and New Jersey-specific context. Growing awareness of the broad harms of road hazards, inequity and injustice, and climate change will inform not only the purpose of specific program investments but influence transportation planning, project delivery, and research for years to come.

Safety

A major program that will advance safety innovation and renovations across the country is the $5 billion, FY 2022-2026 Safe Streets for All (SS4A) Program. A “Complete Streets” program, SS4A is a discretionary program which seeks to advance USDOT’s goal of zero deaths and serious injuries on our nation’s roadways by implementing multi-modal improvements and safety treatments. Examples of applicable SS4A modifications include separated bicycle lanes, traffic calming road design changes, rumble strips, wider edge lines, flashing beacons, and better signage. Metropolitan planning organizations (MPOs), local, and tribal governments are eligible to apply for this funding. Separate provisions in BIL define Complete Streets standards and policies. Additional information on SS4A can be found here. FHWA provides accessible information on Complete Streets here.

A “complete street” in Washington, D.C. with several community livability features for an urban setting such as wide sidewalks with tree coverage, traffic calming design, and a physically protected middle bike lane.  Photo by Maria Oswalt on Unsplash.
A “complete street” in Washington, D.C. with several community livability features for an urban setting such as wide sidewalks with tree coverage, traffic calming design, and a physically protected middle bike lane.  Photo by Maria Oswalt on Unsplash.

Changes have been made to existing safety programs such as the Highway Safety Improvement Program (HSIP) which could prove to more holistically mitigate road hazards. Eligibility for HSIP’s funds (up to 10 percent) can now be used for “specified safety projects (including non-infrastructure safety projects related to education, research, enforcement, emergency services, and safe routes to school)” [1]. Definitions for the program have been modified to recognize as eligible a variety of new types of projects such as traffic control devices for pedestrians and bicyclists and “roadway improvements that separate motor vehicles from bicycles or pedestrians” [1]. State-level assessments of vulnerable road users are rolled into the requirements of the HSIP. More information on these guidance changes can be found here.

Funding for highway safety traffic programs under the BIL are $13 billion more than the levels established for the Fixing America’s Surface Transportation (FAST) Act. In FY2022-2026, 402 formula funding for highway safety traffic programs is expected to allocate approximately $42 million to New Jersey to help improve driver behavior and reduce deaths and injuries from motor vehicle-related crashes. This funding represents about a 29 percent increase over FAST Act levels [2] when averaged on an annual basis. Such increases in funding for roadway safety improvement provides an opportunity to put forward educational, enforcement and design strategies to counter a recent surge in US and NJ traffic fatalities.

Equity

To promote and implement equity-oriented innovation, the current administration has held itself to a “Justice40 commitment,” the goal of which is to deliver 40 percent of the benefits of the climate and energy related investments to disadvantaged communities [3]. This commitment is reflected in BIL’s transportation funding. One example provided by USDOT is that $5.6 billion in Low- or No-Emission Bus Grants to transition to low- or zero-emission buses will be assessed and likely partially directed to low-income communities to advance environmental justice.

USDOT developed a definition for disadvantaged communities (DACs) to be utilized in connection with certain criteria under Justice40-covered grant programs. The DAC definition draws upon data for 22 indicators collected at the U.S. Census tract level, which are then grouped into six categories of transportation disadvantage to identify places that are disadvantaged.

The Justice40 Disadvantaged Community Interim Definition goes as follows:

  • Transportation access disadvantage identifies communities and places where residents spend more, and take longer, to get where they need to go.
  • Health disadvantage identifies communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures.
  • Environmental disadvantage identifies communities with disproportionately high levels of certain air pollutants and high potential presence of lead-based paint in housing units.
  • Economic disadvantage identifies areas and populations with high poverty, low wealth, lack of local jobs, low homeownership, low educational attainment, and high inequality.
  • Resilience disadvantage identifies communities vulnerable to hazards caused by climate change.
  • Equity disadvantage identifies communities with a high percentile of persons (age 5+) who speak English "less than well."

To assist grant applicants in identifying whether a proposed project is located in a DAC, USDOT provides a list of U.S. Census tracts that meet the DAC definition and a corresponding mapping tool,  Transportation Disadvantaged Census Tracts (Historically Disadvantaged Communities).

Several USDOT programs are using the interim definition of DACs to ask discretionary grant applicants and formula program administrators to identify how their projects benefit DACs. More information on how the Justice40 commitment shapes the equity orientation of BIL’s transportation funding can be found here.

One major new BIL program addressing inequities within America’s transportation infrastructure is the Reconnecting Communities Pilot Program. The discretionary program was conceived to provide $1 billion over five years to remedy the negative effects of past transportation investment decisions that divided communities [1], such as highway expansions that cut cities in half. Applicants for Reconnecting Communities funding can seek capital constructions grants (such as for the replacement of an eligible facility with a new facility that restores community connectivity) or as well as planning grants and technical assistance grants. More information about this innovative program to redress the adverse cumulative effects borne by communities from past transportation investments can be found here.

For New Jersey, the Reduction of Truck Emissions at Port Facilities Program is another innovative program that holds promise for redressing the environmental health effects attributable to siting and operating regional goods movement facilities. By funding the study of, and competitive grants to reduce, truck idling and emissions at ports (such as promotion of port electrification and possibly hydrogen-fuel technologies), pollutants and adverse health disparities borne by port communities could be reduced. Northern New Jersey, as one of the most important freight hubs in North America, is likely to receive some of the $400 million available in discretionary funding (FY2022-FY2026) as well as a portion of the Port Infrastructure Development Program’s annual budget, recently increased to $450 million. These investments to modernize and reduce the environmental burdens of the nation’s freight infrastructure could reduce unfairly distributed health hazards in New Jersey.

In line with the Justice40 commitment, a number of regulatory changes to existing programs contain equity-oriented provisions. In the continuation of the Fixing America's Surface Transportation (FAST) Act, the Metropolitan Planning Program has a BIL requirement “to consider equitable and proportional representation of population of metropolitan planning area when the MPO designates officials or representatives” [1]. Such requirements, even when non-binding, support a wider culture and consideration of equity in how the nation’s urban and transportation policies are devised and implemented. Many communities today live with the legacy of decisions made without their input, and so this innovative provision in the Metropolitan Planning Program is an appropriate step to discontinue such inequities in institutional processes.

USDOT’s Disadvantaged Communities map of New Jersey Census Tracts illustrates several places (in yellow) that should inform project planning that is aligned with the Justice40 Commitment
USDOT’s Disadvantaged Communities map of New Jersey Census Tracts illustrates several places (in yellow) that should inform project planning that is aligned with the Justice40 Commitment

Climate & Resilience

The climate and resilience orientation of the BIL presents innovation not only in fashioning new programs but in integrating carbon reduction goals into existing infrastructure funding frameworks. The newly established Carbon Reduction Program is a formula-funded $6.4 billion addition to the Highway Trust Fund (HTF) for the purpose of backing projects that reduce transportation emissions, and support development of broader carbon reduction strategies. Projects as varied as congestion pricing systems, infrastructure for alternative fueled vehicles (electric, hydrogen, propane, and natural gas), port electrification, replacement of street lighting and traffic control devices with energy-efficient alternatives, and public transportation are eligible. Additional information on the Carbon Reduction Program can be found here.

Increased need for disaster resiliency in transportation systems informs the purpose of the newly established Promoting Resilient Operations for Transformative Efficient, and Cost-saving Transportation (PROTECT) program. Like the Carbon Reduction Program, PROTECT injects $7.3 billion in the HTF for a formula distribution to the states and also provides $1.4 billion in discretionary funds. This $8.7 billion will help fund resilience improvements in highways, transit systems, intercity passenger rail, and port facilities, as well as support the development of resiliency and evacuation plans. For FY2022 alone, New Jersey is expected to receive roughly $34 million [4] from PROTECT, presenting the opportunity to proactively guard the State’s transportation system from hazards related to climate change. Discussion from the National League of Cities on PROTECT can be found here.

Within the realm of innovative transportation technology, the National Electric Vehicle Infrastructure (NEVI) Formula Program seeks to expand the supply of infrastructure to support the growing presence, if not the transition, of the nation’s fleet to electric and alternative fuel vehicles. Providing approximately $5 billion over five years, NEVI is designed to establish Electric Vehicle (EV) charging stations “along designated Alternative Fuel Corridors, particularly along the Interstate Highway System.” Building on existing federal plans such as Alternative Fuel Corridors, NEVI seeks to guarantee interstate travel by electric vehicle nationally.

Given that New Jersey has the highest number of electric cars per charging station of any state in the country, this additional push is well-suited to the state’s needs and climate goals. The NEVI formula is expected to provide New Jersey with $104.4 million; at an estimated cost per station of $173,000, this level of investment would pay for around 600 charging stations [5]. This funding represents 2.5 percent of the total fund which is roughly commensurate with New Jersey’s Census 2020 population share of 2.8 percent. Another $1.4 billion is available through NEVI discretionary funding that New Jersey could compete to receive.

Similarly, the discretionary Charging and Fueling Infrastructure Program is a competitive funding program with $2.5 billion available to implement innovative fueling infrastructure. At least fifty percent of this funding must be used for a community grant program that prioritizes projects in rural areas, low- and moderate-income communities, and communities with a low ratio of private parking spaces. New Jersey governments’ ability to compete for this funding could shape the built environment and advance the state’s carbon reduction goals for years to come.

Additional information on the National Electric Vehicle Infrastructure Formula Program can be found here. Additional information on how NEVI and the Charging and Fueling Infrastructure program connect within new federal funding programs for EV Charging can found here.  An article of NEVI’s role in New Jersey can found here.

Charging Station sign: Increased investments in EV charging technology will promote changes in built environment and the energy mix of transportation.  Photo by Michael Marais on Unsplash.
Charging Station sign: Increased investments in EV charging technology will promote changes in built environment and the energy mix of transportation.  Photo by Michael Marais on Unsplash.

Conclusion

These new and innovative programs and provisions of the BiL focus on safety, equity, climate change and resilience topics.  However, the BiL’s highway provisions establish funding and make changes to numerous other programs focused on the nation’s continuing infrastructure, congestion, safety, community, environmental and project delivery challenges. The Congestion Mitigation and Air Quality (CMAQ) Improvement Program, the Surface Transportation Block Grant (STBG) Program, the National Highway Freight Program (NHFP), the Highway System Improvement Program, and the National Highway Performance Program (NHPP) are just some of the existing Federal-aid apportioned programs for which changes in funding, eligible projects, eligible entities and federal shares, among other provisions, are being made.

Other new discretionary programs are established for significant infrastructure programs and freight, equity, planning and project delivery. Research, development, technology and education (RDT&E) program funding levels are authorized with various highway research set-asides established to support deployment and operation of innovative technologies to pilot road usage fees, accelerate digital construction management systems, and advance mobility programs.

The BiL has been characterized as a “once in a generation investment in infrastructure.”  As with prior Federal transportation spending bills, the BiL contains provisions that can be expected to influence the nation’s economic competitiveness, environmental sustainability and development priorities. In this case, the BiL offers new opportunities for planning, building, and maintaining a transportation system that is more reliable and safe, equitable, and resilient to economic and energy security challenges and climate change. 

FHWA has prepared a table to illustrate how various programs are available to a range of recipients . Interestingly, Safe Streets and Roads for All is the only program that states are not eligible for, conveying a truly neighborhood scale approach.
FHWA has prepared a table to illustrate how various programs are available to a range of recipients. Interestingly, Safe Streets and Roads for All is the only program that states are not eligible for, conveying a truly neighborhood scale approach.

 

 

RESOURCES

Referenced Resources:

[1] Bipartisan Infrastructure Law (BIL) * Overview of Highway Provisions file
[2] The Bipartisan Infrastructure Law Will Deliver for New Jersey https://www.transportation.gov/briefing-room/bipartisan-infrastructure-law-will-deliver-new-jersey
[3] Justice40 Initiative https://www.transportation.gov/equity-Justice40
[4] Distribution of Promoting Resilient Operations for the Transformative, Efficient, and Cost-Saving Transportation (PROTECT) Program Funds Apportioned for Fiscal Year 2022 https://www.fhwa.dot.gov/legsregs/directives/notices/n4510864/n4510864_t20.cfm
[5] NJ will receive $15.4 million to expand electric vehicle charging infrastructure this year https://dailytargum.com/article/2022/02/nj-will-receive-usd15-4-million-to-expand-electric-vehicle-charging

Other Resources Highlighted:

NJDOT Wins Best TSMO Project from National Operation Center for Excellence

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In March 2022, the National Operations Center of Excellence presented New Jersey Department of Transportation with the Best Transportation Systems Management and Operations Project award for the agency’s work on the US Route 1 Intelligent Transportation Systems (ITS) Improvement Project. Route 1 is a very active highway that runs through New Jersey, spanning the east Atlantic Coast and connecting Fort Kent, Maine to Key West, Florida. The route serves as a major arterial road for much of New Jersey, offering many points of commerce, utility access, and vehicular connectivity to the municipalities it traverses and for nearby communities. In South Brunswick, at the intersection of Route 1 and Ridge Road, the highway narrows from three to two lanes and saw queuing as a result of this lane reduction.  This queuing caused travel time delays and could theoretically result in crashes.

At the request of South Brunswick Township, NJDOT studied low-cost TSMO solutions to relieve this congestion. NJDOT worked with the community to implement Hard Shoulder Running while utilizing ITS technology including digital messaging, overhead lane use control signs, and CCTV to manage the implementation. Permanently deployed within a year at low cost to the taxpayer, this project resulted in a 45 percent decrease in travel time along the corridor during the PM rush hour and a reduction in congestion of about 29 percent at the bottleneck. Congratulations to all those who worked on this project and for this recognition of the project’s success.

More detailed information on the planning and deployment and the benefits of this TSMO award winning project is described in this NOCoE Case Study.

TRB Publications (March-April, 2022)

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The following is a list of research published by the Transportation Research Board (TRB) between March 1, 2022 and April 30, 2022. Current articles from the TRB may be accessed here. 

United States Civil Reserve Air Fleet (CRAF): A Brief History—Formation, Functionality, and Future

Aircraft Sequencing and Scheduling in Parallel-Point Merge Systems for Multiple Parallel Runways

Contribution of Risk Perception and Communication in Aviation Safety Events

Optimization Approach to Data-Driven Air Traffic Flow Management

Evaluation of Airport Size and Delay Causal Factor Effects on Delay Propagation Dissipation

Image reads: Bicycles and Pedestrians

If We Build It, Who Will Come? Comparing Sociodemographic Characteristics of Bike Share Subscribers, Cyclists, and Residents of New York City

Behavioral-Based Pedestrian Modeling Approach: Formulation, Sensitivity Analysis, and Calibration

Safety Evaluation of Pedestrian Countdown Signals: Definitive Results from Two Cities in the United States

Image reads: Bridges and Structures

3D Laser Triangulation and Deep Learning Approach to Tunnel Inspection

Bridge Response and Heavy Truck Classification Framework Based on a Two-Step Machine Learning Algorithm

Value-Engineering Methodology for the Selection of an Optimal Bridge System

Load Combinations for the Evaluation of Redundancy in Steel Bridges

Measuring Behavior of Railroad Bridges under Revenue Traffic using Lasers and Unmanned Aerial Vehicles (UAVs) for Safer Operations: Implementation

Image reads: Construction

Constructability Reviews Utilization Practices for Traditional and Alternative Project Delivery Methods Across State Transportation Agencies

Mapping Unmanned Aerial System Data onto Building Information Modeling Parameters for Highway Construction Progress Monitoring

Effects of Flexible Notice-to-Proceed Provisions on the Performance of Transportation Infrastructure Projects

Train Dwell Time Efficiency Evaluation with Data Envelopment Analysis: Case Study of London Underground Victoria Line

How Does Ride-Hailing Influence Individual Mode Choice? An Examination Using Longitudinal Trip Data from the Seattle Region

Data-Driven Railway Crosstie Support Condition Prediction Using Deep Residual Neural Network: Algorithm and Application

Proposal for a Pivot-Based Vehicle Trajectory Clustering Method

Which Aggregation Fits Best? The Use of Linear Regression to Show the Influence of Temporal and Spatial Aggregation of Sparse Probe Vehicle Data on the Explanation of Travel Time Reliability

Activity Sequence Generation Using Universal Mobility Patterns

Online Platform for Matching and Trading Shares of Autonomous Vehicles

Deep-Learning-Based Fault Occurrence Prediction of Public Trains in South Korea

Impact of Truck Parking Facilities on Commercial and Industrial Land Values: A Spatial Hedonic Model

Effects From Expanding High-Speed Railway Network on Regional Accessibility and Economic Productivity in China

How does China’s industrial structure change affect freight demand?

Inter-Port Competition and Cooperation Under Different Market Environments

Assessment of Socioeconomic Impact Diversification from Transport Infrastructure Projects: The Case of a New Regional Airport

Capabilities and Limitations of Telematics for Vehicle Emissions Inventories

Review of Reduced Salt, Snow, and Ice Management Practices for Commercial Businesses

Local Climate Action Planning as a Tool to Harness Greenhouse Gas Emissions Mitigation and the Equity Potential of Autonomous Vehicles and On-Demand Mobility

Image Reads: Freight and Goods Management

Emerging Trends Defining the Future Role of Ports: Application of the Delphi Method

Parametric Evaluation of Internet of Things Applications to Freight Transportation Using Model-Based Systems Engineering

Preference-Based Multi-Objective Optimization for Synchromodal Transport Using Adaptive Large Neighborhood Search

Spatial Seemingly Unrelated Regression Models for Freight Trip Generation by Vehicle Type: Application to the Chennai Metropolitan Area in India

Innovations in Freight Data Workshop, September 21-23, 2021

Image Reads: Geotechnical

Internal Instability in Soils: A Critical Review of the Fundamentals and Ramifications

Evaluation of the Curing Time Effect on the Swelling, Unconfined Strength and Resilient Modulus of an Expansive Soil Improved with Hydrated Lime

Developing New Empirical Formulae for the Resilient Modulus of Fine-Grained Subgrade Soils Using a Large Long-Term Pavement Performance Dataset and Artificial Neural Network Approach

Image reads: Highway Design

Optimization and Estimation Algorithm of Vehicle Spatial Form Based on Monocular Traffic Camera

Exploring User Understanding of Advanced Driver Assistance Systems Iconography Using Novel Survey Methods

Deep Ensemble Neural Network Approach for Federal Highway Administration Axle-Based Vehicle Classification Using Advanced Single Inductive Loops

Lane Lines Detection under Complex Environment by Fusion of Detection and Prediction Models

Modified Cooperative Adaptive Cruise Control Strategy for Optimizing Cooperative Driving in Freeway Weaving Segments

Novel Approach for Design of Merging and Diverging Length at Toll Plazas: A Case Study

Analysis of Ultimate Bearing Capacity and Parameters of Steel Support Cutting Pipe Roofing Structure

Investigation and MASH Full-Scale Crash Testing of the Practice of Raising Blockouts on W-Beam Rail Systems

Public Liabilities Relating to Driveway Permits

Image Reads: Intelligent Transportation Systems

Image reads: Materials

A Retroreflective Road Lane Marking Tape 1,000X Brighter than Existing Technology

Experimental Investigation into Cyclic Shear Behaviors in the Interface Between Steel and Crushed Mudstone Particles

Viscoelastic–Plastic Constitutive Model Considering the Damage Characteristics of Concrete in the Process of Nonlinear Creep

Linking Incidents to Customers (LINC): An Algorithm for Linking Incidents to Rail Customer Delays Inspired by Traffic Flow Theory

Overview of Intelligent Transportation System Safety Countermeasures for Wrong-Way Driving

Characteristics of Heavy Vehicle Discretionary Lane Changing Based on Trajectory Data

Planned Special Event Network Optimization Model Considering Parking and Ridesharing Drop-Off

Development of Operation Guidelines for Leader–Follower Autonomous Maintenance Vehicles at Work Zone Locations

Modifying Signal Retiming Procedures and Policies by Utilizing High-Fidelity Modeling with Medium-Resolution Traffic Data

Quantitative Assessment on Navigation Impact of the Controlled Waterway in the Upper Yangtze River Using Queuing Model

Fixed-Time Traffic Control at Superstreet Intersections by Bee Colony Optimization

Incorporating Delay Minimization in Design of the Optimized Arterial Signal Progression

Analytical Model to Estimate Ride Pooling Traffic Impacts by Using the Macroscopic Fundamental Diagram

Image reads: Pavements

Sustainable Materials: A Review of Recycled Concrete Aggregate Utilization as Pavement Material

Development of Deflection Prediction Model for Interlocking Concrete Block Pavements

Study of Structural Characteristics of Asphalt Overlays on Airport Pavement with Damaged Load Transfer Efficiency of Joints

Quantifying In Situ Tack Coat Performance Using the TackBond Tester for Quality Control

Research on Performance Prediction of Highway Asphalt Pavement Based on Grey–Markov Model

Gradation Effects on Strength and Deformation Properties of High-Quality Crushed Rock Base Materials

Review From Multiple Perspectives for the State of the Practice on the Use of Recycled Asphalt Materials and Recycling Agents in Asphalt Concrete Surface Mixtures

Full-Scale Experimental Evaluation of the Flood Resiliency of Thin Concrete Overlay on Asphalt Pavements

Effects of Mixture and Aggregate Type on Over-Compaction in Hot Mix Asphalt in Tennessee

Enriching Existing 3D Pavement Condition Survey Datasets to Support Paving Project Cost Estimates, Project Planning, Designs, and Automated Machine Guidance

Qualitative Rating System for Drainability of Roadway Base Materials

Fatigue Life Predictions for a European Pavement Test Section Subjected to Individual and Platoon Truck Configurations

Study Investigating the Influence of Warm-Mix Asphalt Additives on Rutting and Fatigue Performance of Nano-Modified Asphalt Binders

Optimization Model for Rail Line Crossover Design Considering the Cost of Delay

Macroscopic Real-Time Timetable Rescheduling Approach for High-Speed Railway under Complete Blockages Using a Three-Stage Algorithm

Parametric Study of Track Support Structure to Minimize the Occurrence Possibility of Rail Corrugation

Assessment Method for Dynamic Impact of Large Passenger Flow on Urban Rail Transit Network: A Case Study on Chengdu East Railway Station

Variation of Track Response to Wheel Forces with Bogie Axle Spacing: Apparent Track Stiffness and its Influence on Dynamic Impact Forces on Railway Tracks

Structures and Settlement Control of Yujingshan High-Speed Railway Tunnel Crossing Massive Rockfill in a Giant Karst Cave

Critical Analysis of Train Derailments in Canada through Process Safety Techniques and Insights into Enhanced Safety Management Systems

Optimization of Multi-Period Rail Procurement Plan

Impact of Transit Quality on Anchor-Mediated Knowledge Economies Across Large U.S. Cities

Modeling the Demand for Shared E-Scooter Services

Car Ownership and the Built Environment: A Spatial Modeling Approach

Review of Length Approximations for Tours with Few Stops

Glimpse of the Future: Simulating Life with Personally Owned Autonomous Vehicles and Their Implications on Travel Behaviors

What Counts as Commute Travel? Identification and Resolution of Key Issues around Measuring Complex Commutes in the National Household Travel Survey

What Drives Commuters to Pay for Autonomous Vehicles?

Taxi Utilization Rate Maximization by Dynamic Demand Prediction: A Case Study in the City of Chicago

Image reads: Research

Demand-Driven Optimization Method for Microtransit Services

Mode Switching Control Using Lane Keeping Assist and Waypoints Tracking for Autonomous Driving in a City Environment

From Traditional to Autonomous Vehicles: A Systematic Review of Data Availability

Image reads: Safety and Human Performance

Safety Impact of Connected Vehicles on Driver Behavior in Rural Work Zones under Foggy Weather Conditions

Heterogeneity in Generational Effects: Case Study of Ride-hailing Behavior Among Millennials

Detecting and Rectifying Vehicle Malicious Misbehavior for Intersection Movement Assist: A Sensor-Based Misbehavior Detection Study

Investigating “Texting while Driving” Behavior at Different Roadway Configurations Using a Driving Simulator Setting

Risk Analysis Application to Hazardous Material Transportation Modes

Driving and Flying Simulators: A Review on Relevant Considerations and Trends

Crowd Evacuation Simulation Research Based on Improved Reciprocal Velocity Obstacles (RVO) Model with Path Planning and Emotion Contagion

Investigating the Temporal Instability in Injury Severity Outcomes of Clear and Adverse Weather Crashes on Rural Mountainous Highways

Fuzzy Multiple-Criteria Decision Making Based Evaluation of the Incident Analysis Forms Used in Internal Reporting Systems: A Case Study of Tanker Shipping Companies

Incorporating Health-Related Criteria for Project Scoring in Massachusetts

Driving Simulator Study for Evaluating the Effectiveness of Virtual Warnings to Improve the Safety of Interaction Between Cyclists and Vehicles

Prediction of Occurrence and Severity of Run-off-Roadway Crashes on Rural Two-Lane Roadways Using Bayesian Networks

Highway Safety Manual Calibration: Estimating the Minimum Required Sample Size

 

Dynamic Ride-Matching for Large-Scale Transportation Systems

Transit Network Frequency Setting With Multi-Agent Simulation to Capture Activity-Based Mode Substitution

Image reads: work zones 

 

 

 

ASTM Standards Updates (January – April, 2022)

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The following is a list of recently proposed and revised standards from ASTM from January 1, 2022 to April 30, 2022. Standard revisions have been sorted by their placement in the ASTM Book of Standards.

The ASTM Book of Standards is available through the ASTM COMPASS Portal for NJDOT employees. To learn how to access NJDOT's Research Library's standards materials, including the Book of Standards, please contact the librarian.

New updates for standards from ASTM may be viewed here.

Image Reads: Book of Standards Section 1: Iron and Steel Products

Image Reads: Book of Standards Section 4: Construction

Image Reads: Book of Standards Section 5: Petroleum Products, Lubricants, and Fossil Fuels

Book of Standards Section 8: Plastics

Image Reads: Book of Standards Section 11: Water and Environmental Technology

Image Reads: Book of Standards Section 14: General Methods and Instrumentation

Image Reads: Book of Standards Section 15: General Products, Chemical Specialities, and End Use Products

Exploring Strategic Workforce Development: An Interview with NJDOT’s Human Resources

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FHWA is promoting Strategic Workforce Development in highway maintenance, construction and operations.

FHWA is promoting Strategic Workforce Development in highway maintenance, construction and operations.

Strategic Workforce Development, an FHWA Every Day Counts (EDC) Round 6 innovative initiative, anticipates collaboration between government agencies, trade organizations, private agencies and communities to prepare individuals for the construction workforce. The demand for workers in highway maintenance, construction and operations is growing, as is the demand for new skill sets required for work with emerging technologies. An important element of this initiative is the recruitment and retention of women and minorities in the construction sector.  Through on-the-job training and supportive services program, NJDOT is exploring ways to work with contractors, contracting associations, and unions on shaping their future workforces, including programs aimed at increasing representation of women, minorities, and other disadvantaged populations in the construction and operations workforce.

We spoke with Kelly Hutchinson, Director, Human Resources at NJDOT about ongoing and planned workforce development initiatives at NJDOT.

Workforce Development at NJDOT

Q. We know that NJDOT engages in a variety of innovative programs to attract and retain your workforce. Could you update us on the status of some of these programs?

Operations Apprenticeship Program

NJDOT’s Operations Apprentice Program offers a structured path to advancement

NJDOT’s Operations Apprentice Program offers a structured path to advancement.

This program began in 2015 to provide consistent training and skills for workers in Highway Operations and to establish a path to advancement and has focused on developing a job title structure and staffing profile for participants as well as both on-the-job and classroom training. We are still promoting the program and trying to get our numbers where we want them to be. We will be testing our third of four groups of mid-level individuals at the end of April 2022.

NJ Supervisory Training Empowering Performance (STEP) Training

This program is focused on teaching management skills and several hundred NJDOT employees have completed this very beneficial initiative. The Civil Service Commission provides this training, which has been on hiatus due to the COVID-19 pandemic as instructors prefer in-person classes. We offer a two-day, in-house training on DOT-specific supervisory issues like the supervisor’s role in promoting staff, leaves of absence, working test periods, performance assessment reviews (PARS) and discipline to build on what participants learn in STEP, but we may opt to offer this in-house training first if there is an ongoing delay in STEP availability. We have a lot of new staff advancing to supervisory and managerial roles who could benefit from this training. We would also bring in small groups from this supervisory cohort to participate in and benefit from a few Lunch & Learn sessions. In the past, these smaller group sessions have been very helpful for sharing experiences.

Leadership Academy

This is a Transportation specific Leadership Academy that focuses on the importance of soft skills related to management. In April, the NJ Turnpike Authority will be hosting this program locally with instruction from Dr. Tom DeCoster. Many of our manager-level and future directors will be attending, along with staff from NJ TRANSIT and the Turnpike Authority.

Skill Enhancement for Clerical and Administrative Professionals (SECAP)

This program was originally focused on skill enhancement for staff in clerical positions. Now, more individuals are being hired to fill administrative professional roles, rather than the traditional clerical roles. Persons with technical capabilities, such as policy writing and budget preparation, are filling these roles. In response, we are considering revamping this program to best support the needed skill sets related to these positions.

Administrative College

This program is ongoing and focuses on offering courses on topics such as financial wellness, mental and physical health, and technical skills that can be mastered in a couple of hours. We conducted a survey pre-pandemic to identify what our employees wanted in Administrative College courses.

Promotion of Asst. Engineers to Senior Engineers

NJDOT engineers participate in on-site training as part of a program that moves individuals from journey level to mid-level positions.

NJDOT engineers participate in on-site training as part of a program that moves individuals from journey level to mid-level positions.

This effort was initiated about seven years ago and we have continued the practice, adding programs for most journey level professional titles in Human Resources, Budget, Planning, Accounting, and Information Technology. When participants have completed one year past their initial training and have been in their journeyman title for two years, management determines whether they are performing higher level work and have mastered the technical skills to be considered a technical expert in the particular area. After three years, they may be considered for reclassification.  Management makes recommendations and provides written justifications to advance persons based on established criteria and must describe why they are recommending an individual, or why they are not. HR ensures that each individual has completed enough time in the title and gives a provisional appointment, but the candidate needs to pass the Civil Service exam to confirm their promotion.

This effort reflects both a retention strategy and a strategy to help bridge the supervisory gap resulting from retirements.

Succession Planning

Promoting continual skill development among NJDOT staff is a priority.

Promoting continual skill development among NJDOT staff is a priority.

Moving forward, NJDOT succession planning training and development will likely be less formalized than the previous NJDOT program. In this former program, participants were selected through an application process, which, in my opinion, may not have been ideal for all employees. Training and development should happen daily, at all levels, and should not be programmed by Human Resources. We are looking to promote parity, transparency and equity through the training programs we just spoke about. Our Leadership Academy and STEP program help workers to advance and instruct supervisors on how to support training and development of all employees. We are depending on management and senior leadership to work on a smaller scale. We want to provide the same level of opportunity to everyone and see who rises to the occasion.

Q. In a presentation to NJ STIC last June, former NJDOT Human Resources Director Michele Shapiro noted that you would be working on trainings for both the Construction Inspectors Apprenticeship program and the Engineering Technician Apprenticeship program. What is the status of these new programs? Do you anticipate developing similar programs for other job titles?

We have the new titles in place, but we do not have the formalized training program developed yet. I have spoken with Asst. Commissioner Snehal Patel and we will be collaborating with the Construction Director to start building the program this summer. Our plan is to update the existing 10-module program for the Resident Engineer Construction Inspectors to adapt to the Apprenticeship program.

Q. We had heard of the possible expansion of experience-based hiring. Are there any updates to this initiative?

Automotive and Electrical Mechanics would be the titles we are considering for a possible formalized program. There are trainees now but we don’t have a formal program. With all the advances in technology, we would like to find a community college partner to provide training and build a title structure based on the new technologies and see if it would increase the salary determination. We have trouble competing with private industries for candidates from these two trades. We are continuing efforts to receive approval for the program from Civil Service but effort was halted with the pandemic.

Q. Does NJDOT have plans to offer internships or similar positions?

We have a Summer Student program called Temporary Employment Services primarily targeted to professional titles. We do not refer to the program as an internship because participants are paid but do not earn academic credit. Typically, we accept rising college seniors, but if applications are light in a given cycle, we sometimes accept sophomores and freshmen as well. Pre-pandemic, it was a great pipeline for permanent positions with the department. In 2019, we had 55 students in the program, paid $20/hour, and 20 percent were hired for full-time positions with NJDOT. With our late start this year, we will have 20 participants. Some may stay with us into the school year, working part-time up to 944 hours per year as permitted by Civil Service.

NJDOT Human Resources staff attend career fairs to raise awareness of rewarding jobs in transportation.

NJDOT Human Resources staff attend career fairs to raise awareness of rewarding jobs in transportation.

The program is beneficial to participants as they receive work experience while earning wages. We recruit candidates via virtual and in-person career fairs, partnerships with alumni of the program and community organizations, campus organizations and using Handshake (an app that connects students on college campuses with open positions, mainly internships and entry level jobs). When we meet with students and other prospective hires, we focus on communicating how NJDOT offers dynamic, interesting, rewarding, and purposeful career opportunities.

Our talent acquisition team facilitates recruitment efforts and includes a diverse group of DOT subject matter experts in addition to our Human Resource representatives. Specifically, members of the team reflect a diversity of ages, genders, races/ethnicities, and career stages. Some are alumni of the Temporary Employment Services program. Also important, team member subject matter expertise varies (e.g., structural, environmental). We have found success with the talent acquisition team as members make personal connections with candidates as they discuss their roles at DOT and opportunities with the department.

Developing the Highway Construction Workforce

Q. There seems to be a lack of awareness – especially among women and minority persons – about jobs/careers in the highway construction industry. Do you know of programs that have been effective at building awareness of job opportunities in transportation in New Jersey?

To recruit a diverse workforce, NJDOT Human Resources focuses on forging relationships with community organizations such as the Society for Hispanic Engineers, Society for African American engineers, Asian American engineers, LGBTQ+, and STEM programs.  We use LinkedIn a great deal to target engineers and collaborate with New Jersey Youth Corps to spread the word on career opportunities at NJDOT.

We also successfully partnered with the Trenton Soup Kitchen, working with job specialists to inform those accessing the kitchen about construction apprenticeships and Highway Operations Tech positions. We have partnered with the National High School Guidance Counselors Association for New Jersey and were able to post in their newsletter about job opportunities that do not require experience via our highway operations tech program.

NJDOT’s programs for career are effective recruitment and retention tools.

NJDOT’s programs for career are effective recruitment and retention tools.

In 2019, we increased representation of African American male applicants by 93 percent for Highway Operations Tech positions. We achieved this goal by reaching out to our many community partners, with 100 African American applicants from the Trenton Soup Kitchen. Finally, we partner with the NJ Department of Labor, One-Stop offices, and attend county and other virtual and in-person job fairs.

Q. Reliable transportation and child care are often cited as roadblocks to entry into the construction sector, particularly for women and minority candidates. What strategies could help to address these issues? Are you aware of any model practices or programs to support women and minority populations looking at the highway construction trades?

We had a program for parolees several years ago that focused on identifying job opportunities for them in locations with good transportation networks, such as Jersey City and Newark.

NJDOT does offer an employee subscription van pool (pre-COVID-19) that accesses various public transit stops near DOT headquarters.

The newly announced Trenton MOVES project seeks to deploy 100 on-demand Autonomous Vehicles (AVs) throughout the state capital; when deployed, it could prove to be great service for helping people access employment opportunities.

Q. Have you worked with the NJ Council of County Colleges to look at possible programs that might advance NJDOT’s goals for workforce development? Do you work with the NJDOL Office of Apprenticeship?

We do collaborate with NJ DOL and with the One-Stops and Career Centers. However, our apprenticeships are not true apprenticeships by federal labor standards, but have similar components. Because we work with Civil Service titles, it is much more difficult for us to be recognized as an official apprenticeship program.

We also have a tuition aid and reimbursement program, at the public college rate, for employees as long as their course of study relates to transportation.

"Yes, we can work with them and are very interested in building these relationships."

Looking Ahead

Q. What strategies should be pursued to encourage more New Jerseyans to consider a career in the construction industry? Who should be leading or involved in those efforts?

Creation and implementation of an awareness campaign to highlight construction career opportunities would be helpful, as such an effort could amplify the message that you don’t have to look a certain way to work in construction. The campaign should highlight the diversity of workers and work options in the construction industry. A team of “ambassadors” comprised of local union representatives, NJDOT staff, and others can describe the different kinds of work available within construction and showcase opportunities to increase interest in the profession.

Q. There have been a number of grant funding opportunities through the Department of Labor for pre-apprenticeship and apprenticeship programs. Is NJDOT able to work with other organizations or academic institutions to build programs using these funds?

Yes, we can work with them and are very interested in building these relationships.

Resources

NJ STEP. Civil Service Commission | NJ Supervisory Training Empowering Performance (NJ STEP).

NJDOT Division of Human Resources. Current Openings & Application Process.

NJDOT Division of Human Resources. KM Toolbox: Last Lecture on Operations Apprenticeship Program.  Presentation to NJ STIC, 2nd Quarter Meeting, 2021

NJDOT Tech Talk! Webinar – Research Showcase: Lunchtime Edition 2022

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On April 21, 2022, 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.

The three research studies focused on evaluation and testing of the performance and durability of materials and pavement for use in transportation infrastructure. After each presentation, webinar participants had an opportunity to pose questions to the presenter.

Evaluating the Potential of Using Foamed Concrete as the Insulation Layer for Pavements in Cold Regions. Cheng Zhu, PhD, PE, Assistant Professor, Rowan University, Center for Research and Education in Advanced Transportation Engineering Systems (CREATES)

In cold-weather areas, water freezes and thaws in the subgrade layer of the soil and causes weak zones in the subgrade that affect surface layer performance. These weaknesses appear as pavement surface distress and cracking. To protect the subgrade, insulating material is used.

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Extruded polystyrene (XPS) boards are commonly used as insulation but face deterioration over time with water infiltration, and installation is time-consuming and labor-intensive. This study looked at the potential for using foamed concrete as an alternative material. The study also looked at the methodology of selecting optimum parameters that balance mechanical strength and insulating effect. When density is low, more air bubbles provide more insulation, but more density gives higher mechanical strength.

Some of the results found through laboratory testing and large-scale testing using a soil box, include: foamed concrete with higher density has a higher compressive strength, thermal conductivity, and a lower porosity; to ensure the subgrade layer remains unfrozen, there is a minimum insulation thickness needed for a foamed concrete layer; increasing the depth of the insulation layer will achieve a better mechanical performance, while also increasing the frozen depth; and using a foamed concrete with a higher density results in a better mechanical performance.

Several questions were posed to Dr. Cheng after his presentation:

Q. What is the estimated design life with foamed concrete?
A. We did not check the timeframe of the pavement structure. We are currently working on lab tests to study the real traffic load on the pavement structure. A simulation could also be used.  This is something that we are currently working on.

Q. Were you able to find an optimal thickness and depth combination in this research?
A. We have some recommendations for the specific material used in this study. We have a design table that we can share for the foam concrete material but was not included in this presentation. We did a comparison among several insulation materials including foamed concrete, tire chips, foamed glass aggregates, and XPS board.

Q. Was the insulation box used to create the sample box replicated in the real life soil scenario?
A. We used XPS board around the sides to minimize heat transfer and to ensure heat transfer process in this test is vertical. In reality, the heat transfer in pavement is in the vertical direction.

Development of High Friction Surface Treatment Pre-screening Protocols and an Alternative Friction Application. Thomas Bennert, PhD, Rutgers University, Center for Advanced Infrastructure and Transportation (CAIT) Associate Research Professor

The use of HFST can improve surface friction in road pavements around curves to reduce lane departure crashes or on steep declines to improve braking. With HFST, hard angular stone is glued to the pavement surface in less than a ½ inch application. The aggregate of choice, calcined bauxite, is applied using epoxy. HFST must be applied to pavements in “good” or better condition (i.e. with no cracking or rutting).

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There can be situations where pavement appears to be in good condition, but is not a good candidate for HFST. In 2018, in studies on two county roads, overlays showed signs of premature deterioration, probably due to previously undetected issues. It was determined that a prescreening protocol was needed to determine substrate conditions before HFST is applied. The study developed an effective prescreening tool that assesses the compatibility of asphalt and epoxy. Field core samples would be used to evaluate pull-off strength and relative asphalt binder properties.

The study also explored High Friction Chip Seal as an alternative to HFST. In a case study, an asphalt-based binding system was shown to be more compatible with the pavement than epoxy resin. Aggregate from local sources proved to be an acceptable substitute and less expensive than bauxite.

Following the presentation, Dr. Bennert responded to questions asked through the chat feature:

Q. What is the life expectancy of HFST? Is it suitable for places with higher traffic volumes?
A. If a road carries high traffic volumes, it is probably designed without horizontal curves and steep declines that might require quick braking. Some areas in Pennsylvania and lower volume highways have used this application. Pavement life expectancy is debatable but generally depends more on the level of traffic volume than years in place. At around a million passes, pavement starts to show raveling, in part due to the effects of UV on epoxy, but aggregate also debonds. Applications can lose friction quickly, an aspect that we are concerned with for its safety implications as well.

Q. Is there any difference in the noise with HFST?
A. In applications using aggregates that point upwards, there is a slight increase in noise at the tire-pavement interface, similar to noise resulting from other microsurface applications in place around the state.

Q. Anything similar to high friction chip seal in use elsewhere in the country?
A. No. We were one of the first to consider this particular application. We worked with the asphalt binder supplier and did some laboratory work and looked at durability. Chip seals have been used in other areas of the country in areas where friction is an issue, but chip seals have not been specifically designed as a friction treatment as this one is.

Influence of Cracking and Brine Concentration on Corrosion and Chloride Content. Aaron Strand is a Ph.D. Candidate in the John A. Reif, Jr. Department of Civil & Environmental Engineering at New Jersey Institute of Technology and recently defended his Ph.D. Dissertation successfully.

Throughout the U.S., agencies are using increasing amounts of salt and brine to counter road icing. Corrosion is an expensive problem for highway bridges. In reinforced concrete bridges, the primary cause of deterioration is chloride-induced corrosion. The focus of this study was the effect of surface-applied chlorides through road salting, typically using rock salt or brine. The research showed that the effect varies dependent on the condition of the bridge deck.

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The research explored whether current testing takes into consideration the amount of salt placed on the roads, salt placement cycles, and the current condition of the bridge deck. Chlorides can affect the bridge steel reinforcement through diffusion from the surface, and through cracks in the bridge deck. The variables explored were salt brine concentration and degree of cracking and their effect on the corrosion time of bridge decks. Testing was undertaken in the lab and from core samples from a large-scale bridge deck specimen.

Ongoing work based on this preliminary study includes testing of other concrete mixture designs, testing other rebar types, and developing a model for the amount of chloride content and corrosion current process. Looking at other concrete designs.

Mr. Strand answered several questions following his presentation:

Q. Among the cracked samples, did the higher brine solution show faster corrosion? What was the rate?
A. They all really showed corrosion immediately, at least in the macrocell test, but the rate was not shown. Going back to the total corrosion, six percent showed a quicker rate, but the other three passed the threshold at the half-year mark. There might be a decrease in the time to corrosion as the brine is increased, but it’s maybe not as much as would be expected from such an increase.

Q. Did you introduce temperature as a variable or do you see this as part of a future study?
A. This would be part of a future study. We did look at doing some type of freeze-thaw work on the concrete itself, but not as part of the brine cycling. As part of research into different mixture design, we would look into temperature’s role into the rate of ingress.

Q. How would you like to see your research findings used to inform bridge design, operations or maintenance in the future?
A. The testing we do shows how mixtures might perform together. For actual application-based work, we need to be more careful about the testing of the materials. For example, we know very little about how incorporating changes is in brine concentration might impact corrosion.

A recording of the webinar is available here.

Training

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Training Concept Highway Sign - 3D Rendering

Training programs are structured to instruct multiple employees on a specific topic, process, or procedure at one time. A subject matter expert relates the information in a single session of short duration (e.g., half day or less) or over several sequential sessions on related topics. This strategy can be employed when introducing a new procedure, updating an established procedure, or refreshing knowledge of an established procedure to ensure that all affected employees have the needed information.

TRAINING

WHAT

  • A training session of limited duration on one specific topic, or a series of sessions on various related topics. A subject matter expert (SME) conducts the training that might address use of a new piece of equipment or a new process, or provides a refresher on some procedure that is applicable to multiple employees.

WHY

  • An efficient way to train employees that gives an opportunity for all attendees to benefit from questions asked and answered. The instructor can gauge the success of the knowledge transfer.

WHEN

  • A new process or instrument is introduced and multiple employees need to learn to use it.
  • Refresher training is needed for effective use of an instrument or process, or changes in a process require updates for users.

HOW

  • Define topic area(s) to be covered, identify a SME to present.
  • Develop presentation materials and assessment measures.

PRACTICAL CONSIDERATIONS

  • Ensure that the presentation and discussion stays on topic and that the training stays within the designated time frame.
  • Ensure that all affected employees attend training.

LINKS &
RESOURCES

Guthrie, B. M., & Eng, P. (2017, March). Project Management Boot Camps. In TAC 2017: Investing in Transportation: Building Canada's Economy—2017 Conference and Exhibition of the Transportation Association of Canada.

EXAMPLES

The State of New Jersey’s LTAP Local Technical Assistance Program (NJLTAP) is based at Rutgers Center for Advanced Infrastructure and Transportation. Funded by the Federal Highway Administration (FHWA) and the New Jersey Department of Transportation (NJDOT), NJLTAP provides professional development opportunities to local public agencies and consultants conducting work on their behalf. NJLTAP trains approximately 3,000 transportation professionals annually in nearly 200 different courses and workshops sponsored by the FHWA and NJDOT. See LTAP Training and Events

ALSO SEE:

NJDOT Training Database. Program Management Office.
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Lunchtime Talks

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Lunchtime Tech Talk

Lunchtime Tech Talks are a recognized strategy for knowledge transfer. Such events provide an informal and low cost means for highlighting current and best practices, giving attention to new and emerging issues in transportation, and exploring the findings and implications of recent transportation research. These sessions involve a limited time commitment, but leadership support for the concept and time taken from work is necessary. Participants can suggest “hot topics” for future presentations through an end of session survey.

LUNCHTIME TECH TALKS

WHAT

  • Sharing tacit knowledge to support problem solving and collaboration among participants in order to deepen knowledge and expertise.

WHY

  • Creates a network of contacts.
  • Helps to identify subject matter experts.
  • Mechanism for sharing knowledge and new technology for the benefit of the organization.
  • Builds trust between participants which supports dissemination of information.

WHEN

  • Organized around a profession, shared roles, and/or common issues.
  • May be formed within a unit, with individuals in different units, or with individuals in various organizations.
  • Whenever tacit information can be shared to improve individual knowledge and support organization goals.

HOW

  • Determine focus of the group.
  • Invite subject matter experts with the agency and in affiliate organizations.
  • Determine how often to meet and how meeting will occur.

PRACTICAL CONSIDERATIONS

  • Ensure that employees are allowed to attend presentations.
  • Provide continuing education credits for attendance.
  • Participants complete a feedback survey to comment on presentation and suggest other "hot topics.”

LINKS & RESOURCES

TBD

EXAMPLES

Lunchtime Tech Talks! are presentations that highlight current and best practices, give attention to new and emerging issues in transportation, and explore the findings and implications of recent transportation research. Subject matter experts provide information and answer questions. Participants can suggest “hot topics” for future presentations through an end of session survey.

See Lunchtime Tech Talks!

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Expert Storytelling & Interviews

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Businesswoman addressing team meeting, elevated view

As individuals leave specific positions, interviews or storytelling sessions can capture their experiences. Frequently, these employees know the history of their units and are able to share significant events or policy shifts that have shaped the unit and the way things are done. By providing background for a process, or procedure, or steps taken to work through a problem, storytelling can engage listeners who are in similar positions. Storytelling can communicate the rationale for change when introducing a new procedure or process, or a new way of looking at the work. Storytelling can support decision making, encourage buy-in, or help market an idea, process, or procedure.

EXPERT STORYTELLING/INTERVIEWS

WHAT

  • One or more experts in a particular subject, program, process, policy, etc. share their knowledge with a group or an individual by way of an interview or storytelling.

WHY

  • Storytelling will provide the context and nuance that a desk manual may not communicate, explaining the “what” and “why” of a process, procedure, or experience.

WHEN

  • When an individual with unique experience, or in a mission critical position, is preparing to leave or retire.

HOW

  • Define the information to be shared and identify the individuals who can relate their experiences and the audience.

PRACTICAL CONSIDERATIONS

  • Before the session, ask identified audience members for topic areas or specific information they are seeking to help storyteller to prepare.
  • Recording these sessions can provide another means to access this knowledge as long as the recording is stored.

LINKS & RESOURCES

TBD

EXAMPLES

KM Toolbox: Last Lecture on Operations Apprenticeship Program

December 15, 2021
At the NJ STIC 2nd Quarter meeting, held on June 16, 2021, Michele Shapiro, Director, NJDOT Human Resources, presented on the Operations Apprenticeship Program as it relates to Strategic Workforce Development, an FHWA EDC-6 initiative. Ms. Shapiro retired from NJDOT in 2021 and her presentation serves as a Last Lecture, a knowledge sharing strategy that provides insight on a particular topic from an individual leaving an agency.
KM Toolbox: Last Lecture on Operations Apprenticeship Program

Cross Training

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Cross training allows employees to learn about other positions in the organization while maintaining their own position. Cross training programs can share employees across units or within units. Advantages include creation of redundancy for a position. In the case of cross training between units, the practice can improve knowledge of the function of other units and how the work in various agency units fits together, and development of personal connections to other units which can also facilitate knowledge sharing on common tasks or projects. This strategy may assist with knowledge sharing in anticipation of a retirement or other loss of institutional knowledge, or in the event of a short- or long-term vacancy. A successful program requires coordination, supervision, and mentoring.

CROSS TRAINING
(MOBILITY ASSIGNMENTS)

WHAT

  • Training an employee to do the work of another.

WHY

  • An employee familiar with a role can fill in for the permanent employee on a short term or long term basis.
  • This strategy can be used to help employees understand different functions within the organization and gain skills and knowledge.

WHEN

  • In anticipation of a vacancy or other short- or long-term vacancy.
  • Within a structured program, introduces employees to agency functions outside their units.

HOW

  • A structured program will identify appropriate use, timeframe for the training, and evaluation metrics for participants.
  • Within units, training for functional redundancy.

PRACTICAL CONSIDERATIONS

  • Determine approaches to involve new employees, employees at mid-level, and for leadership development.
  • Ensure that supervisors have adequate time to oversee individuals in a cross training program.

LINKS & RESOURCES

Several state DOTs are employing cross-training as a tool to improve performance, respond to workforce transitions, and support a culture of innovation. Information about how cross-training and related knowledge management tools are being implemented at other DOTs can be found in the Appendix to National Cooperative Highway Research Project Scan 13-01: Advances in Developing a Cross-Trained Workforce.

EXAMPLES

KM Interview: Cross-Training in Construction Services

October 1, 2021
Cross-training involves teaching an employee hired for one job responsibility, to perform the functions and skills of other job responsibilities within an organization. We spoke ...
KM Interview: Cross-Training in Construction Services