Author Archive: Stephanie DiPetrillo

Innovation Spotlight Interview: Virtual Public Involvement at NJDOT

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Virtual Public Involvement presents an opportunity to expand the community engagement process. An FHWA Every Day Counts Round 6 initiative (EDC-6), Virtual Public Involvement (VPI) gives participants an opportunity to engage, other than through a traditional, physical meeting, which can require more time and resources to attend. The use of virtual engagement technologies can boost public participation in the comment process, and provide new avenues for collecting data and disseminating information on potential infrastructure investments and other projects. By increasing opportunities for public communication and engagement, VPI can serve to ensure that the needs of the public are fully considered in transportation project planning and development decisions.

At NJDOT, the COVID-19 pandemic presented new challenges and opportunities for the agency’s public engagement efforts. The necessity of social distancing motivated the Department to conduct meetings and outreach virtually, transforming the outreach process. To learn more about the lessons learned in making this transition, three NJDOT staff members were interviewed: Vanessa Holman, the Deputy Chief of Staff, serves as NJDOT’s legislative liaison and oversees the Department’s Office of Government and Community Relations; Megan Fackler, Director of the Office of Government and Community Relations (OCR), oversees public engagement and handles responses to DOT-related issues and concerns raised by the public, elected officials, and others; and Zenobia Fields, Senior Policy and Program Advisor, is responsible for policy related to planning and programming, including statewide plans and safety initiatives, and engaging with national organizations (AASHTO, TRB).  Their observations are summarized below.

What was VPI like at NJDOT before the pandemic?

NJDOT has always strived to employ tools and mediums that will help achieve positive outcomes, working to ensure that the public is treated as valued customers.

Prior to the COVID-19 pandemic, the agency was not especially “tech-forward” with public engagement, and instead utilized more traditional, in-person engagement strategies. However, NJDOT staff who regularly engaged with stakeholders and attended external meetings were issued tablets to help facilitate in-person interactions. Staff had access to Microsoft Teams and preliminary training in using that platform. So, at the onset of the pandemic, the OCR and other staff were equipped with the technological capabilities to transition to virtual engagement.

How did the pandemic affect NJDOT’s public engagement efforts?

Beginning the third week of March 2020, NJDOT pivoted to a VPI style of engagement. With the assistance of IT staff, OCR held a large legislative summit for an NJDOT project, and began virtually conducting project-specific local official briefings, public information sessions, and public hearings. This outreach occurs during every phase of major projects from concept development through construction. Public Information Centers (PICs) are similar to an open house event, where the public is invited to attend and review at their own pace project drawings and plans, ask questions, and provide feedback. During the pandemic, NJDOT established project-specific PIC websites with multi-lingual content available. Links to certain PIC virtual meeting videos created by consultants were also made available for a certain period of time (e.g., 14 days), which has increased the number of persons accessing those meetings.

For certain projects, OCR sends hard copy letters to stakeholders who live within a certain distance to the project location informing them of the project and advising them to contact NJDOT if they need technical or other assistance to engage.

With the onset of Covid-19, NJDOT and its staff pivoted to a VPI style of engagement.

Several other units, such as traffic engineering, also began using virtual engagement technologies, including pre-construction meetings. The NJDOT Permitting unit has engaged applicants virtually to walk through documents, including technical project plans. Using the screen-share function, presenters can show and discuss complex technical materials, including maps and jurisdictional documents.

What platforms does the Department use?

NJDOT utilizes Microsoft Teams for most VPI for both internal and external outreach.  The Department initially used Cisco WebEx and GoToMeeting, but determined that Microsoft Teams was the most optimal platform for internal meetings along with Cisco WebEx for public meetings. While the agency does not have a Zoom account, consultants often use Zoom for public and stakeholder engagement.

Consultants are encouraged to use a variety of online engagement tools for public and stakeholder feedback such as crowdsourcing, wiki maps, mobile apps, videos, etc.  NJDOT has used crowdsourcing to identify potholes, locations for bike share stations and other information.

How has the Department implemented VPI as a practice?

VPI has been embraced at the Department, necessitated by the pandemic, however standardized VPI as an implemented practice is still a work-in-progress. Some staff have received training in VPI and attended webinars on the topic from AASHTO and FHWA through its EDC-6 program, but the training has not extended beyond these collaborations. The expansion of VPI training for staff could be valuable to embed best practices about what works, and what doesn’t.

What are some of the benefits that have come with implementing VPI?

Overall, stakeholder meetings have experienced higher attendance and participation, such as the Strategic Highway Safety Plan meetings, because people do not have to travel, and can also avoid parking, traffic, scheduling conflicts, etc.

VPI tools are being using by transportation agencies to enable the public to access user-friendly features to receive information and provide input.

Also, employing VPI for PICs has afforded participants with more time to access project information at a time that is convenient to them and to formulate thoughtful comments and questions on the specific project. VPI has also helped NJDOT to more formally capture and respond to comments and inquiries via electronic tracking, as compared to in-person comment collection. Many NJDOT project websites include a hyperlink to make accessing them easier for the public, enabling them to “click” on the link to access project-related information and provide feedback. And, interested parties can opt to receive text or email alerts from the Department on certain projects (e.g., Route 495 project e-alert; I-295 project).

An in-person open house event or PIC gives participants approximately three hours to review materials and provide feedback, however a virtual event can be made available for a longer period via a hyperlink. Attendees of a virtual event do not have to travel and wait in line to ask questions or to share comments, which can be very time consuming at a highly attended PIC; instead, they can post feedback on chat or via a Q&A function, or ask questions via telephone. Virtual engagement also enables participants to view documents and materials at their own pace, allowing them to return multiple times if needed over a period of days or weeks.

Over the past 18 months, implementing VPI has also become easier for NJDOT staff because their familiarity with VPI platforms and tools has increased. VPI makes certain tasks simpler as well. For example, while the services of a translator would need to be secured for an in-person event, translation is undertaken automatically with certain VPI platforms (e.g., Google translate).

What are some of the challenges of implementing VPI?

Learning how to successfully employ VPI has involved a great deal of trial and error. It was helpful to use consultant services for some of the Department’s initial VPI events. There are always challenges when implementing virtual mediums, with technology, security, and establishing best practices.  For example, early in the pandemic, a Zoom “bomber” hacked into one of the Commissioner’s virtual meetings, which necessitated a temporary meeting shut-down. Other common technology challenges encountered included difficult connections for participants, and issues with microphone and camera functionality.

The FHWA maintains a VPI webpage that is a store-house of case studies, webinars and peer changes on model practices.

Another concern regards ensuring full participation, as attendance does not necessarily mean engagement. Participants are encouraged to turn on their video cameras to minimize their multi-tasking during VPI – something that is not really an obstacle during in-person meetings.  Using break out rooms, chat and the “raising hand” online platform features have been helpful to encourage engagement. Online polls have also been a successful VPI tool including Zoom polls, Mentimeter, and Poll Everywhere to encourage engagement.

Some people are quiet and may not be as open on VPI as they would be when talking one-on-one with a person, so there needs to be a balance of VPI engagement and effort made to ensure all of these virtual conversations are happening as they would if they were convened in person.

Receiving state approval to secure licensing for new platforms can be a lengthy process due to security reasons, as can be securing departmental acceptance and adoption of new technologies. Moving forward, the Department is open to learning and trying new virtual platforms and technologies to achieve goals, but at this time there is not a specific VPI need not being met.

What equity concerns have you observed with VPI?

NJDOT remains compliant with federal civil rights and non-discrimination requirements, with a Public Involvement Plan, and the Civil Rights group and Title VI Liaisons involved in each project. An initial challenge at the start of the pandemic was ensuring NJDOT’s VPI complied with NEPA and Title VI regulations. The Civil Rights unit was very helpful in navigating these regulations and ensuring OCR performed their due diligence in this regard.

Another challenge was ensuring that NJDOT was engaging with all, including those who are underserved, under-represented and do not have access to virtual platforms.  Projects must be compliant and also must ensure engagement opportunities are accessible and folks have the technology needed for virtual access (e.g., smartphone, landline) and that computers are not needed in order to participate.

It is important to review and measure how many are participating and the quality of feedback obtained. Some low-income or non-tech savvy members of the public may not have the technology or computer literacy to participate in VPI. In order to address this “digital divide,” focus has been given to expanding broadband connectivity options, such as creating mobile hotspots in areas close to project sites where residents without Wi-Fi or broadband might be able to connect to the internet, making NJDOT interactive tablets available, and connecting through their smartphone or landlines to enable folks to meaningfully participate in the engagement process. If access to any technology is still a barrier for participation, another solution is to provide the opportunity to simply place hand-written suggestions in a physical comment box placed within the geographic limits of the particular project so it is easily accessible to local stakeholders.

What best practices have been developed with VPI?

A key best practice for staff working with VPI is to prepare a script and talking points ahead of time, and to practice with the team prior to the event to ensure familiarity and troubleshoot any identified technological issues. This pre-event planning process helps to ensure a smooth flow during the meeting.

Based on our COVID-19 experiences of the past eighteen months, NJDOT has learned more about the pros and cons of various platforms depending on the target audience, meeting topics, and goals. For example, MS-Teams has been best for internal meetings, or small meetings with elected and local officials, while Zoom’s webinar platform has been ideal for larger meetings and broader, more active public engagement. The use of a consultant to moderate public engagement has been beneficial, such as with enforcing time limits during comment sessions and assisting with technology issues. Over time, implementing VPI has become easier as familiarity with the platforms and technologies has increased among both NJDOT staff and the public.

How does the Department use social media in the public involvement process?

NJDOT has been using Facebook and Twitter, as well as YouTube to communicate longer video content. The Department uses social media to alert members of the public about upcoming PICs.

The primary social media platforms NJDOT uses are Facebook and Twitter, as well as YouTube to communicate longer video content. The Department uses social media to alert members of the public about upcoming PICs, offering the link to virtual PICs via Facebook posts. Facebook has been helpful for event pre-planning, and Twitter and the 511 website – a traffic condition platform – are effective when there is an immediate need to communicate to the public. The public uses social media to post comments and inquiries.  Typically, the public feedback communicated through social media is brief, but sometimes commenters provide thoughtful, in-depth remarks from which NJDOT’s OCR can respond.

The Department also uses social media and other outreach tools to inform the public about NJDOT services and role in the community, emphasizing its customer focus. For example, the NJDOT Commissioner drafts an external e-newsletter called “Commitment to Communities” or C2C, that is distributed four-six times annually. Often the content focuses on “Did you know” types of facts related to NJDOT’s role and services. Approximately 6,000 persons subscribe to the newsletter. The online Local Aid Resource Center also uses various social media platforms to communicate primarily to existing and interested grantees.

NJDOT’s social media policy was established prior to the current administration, and primarily focused on employee practices and appropriate behavior as representatives of the Department.  NJDOT is working on developing a new social media policy that will address how to monitor and manage the Department’s social media accounts, including how comments should be responded to and handled. The Department has recently hired a social media coordinator, as well as an in-house videographer. The social media coordinator has increased the Department’s Facebook following to 11,000 persons, which is a significant achievement, especially because the Department does not have an advertising budget for social media. The Department is considering trying new social media platforms, such as Instagram, and continually engages with other state department social media coordinators to learn from their work.

How will VPI be used moving forward?

Overall, both the quantity and quality of NJDOT public engagement increased with VPI implementation during the pandemic and VPI will continue post pandemic. Moving forward, the Department is open to learning and trying new virtual platforms and technologies to achieve goals, which will continue to be evaluated.

While VPI is more economical, in-person engagement remains relevant. NJDOT plans to utilize a hybrid engagement approach, with a mix of VPI and face-to-face engagement. Additionally, the Department must continue to work with community partners as trusted advocates to attract and encourage participation from a diverse set of constituents. The Department will further explore the expanded use of crowdsourcing tools, and the development of an online application for the public to use to contact NJDOT, in addition to using the Department’s central dispatch number.

Resources

FHWA. Virtual Public Involvement. Retrieved from: https://www.fhwa.dot.gov/innovation/everydaycounts/edc_6/virtual_public_involvement.cfm

NJDOT. Technology Transfer Online Training Library, Virtual Public Involvement Peer Exchanges and Video Case Studies Online. Retrieved from: https://www.njdottechtransfer.net/2021/08/06/vpi-peer-exchanges-video-case-studies/

Research Spotlight: Evaluating the Pedestrian Hybrid Beacon’s Effectiveness:  A Case Study in New Jersey

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A Pedestrian Hybrid Beacon (PHB) is a signalized, pedestrian-activated device designed to increase crossing safety. A recent study conducted by the New Jersey Bicycle and Pedestrian Resource Center (BPRC), funded by NJDOT, examined the efficacy and public awareness of PHBs in New Jersey. The authors, researchers from Rowan and Rutgers universities, found a persistent need to better educate motorists and pedestrians in New Jersey on the PHB and its phases.

The five phases Pedestrian Hybrid Beacon’s (PHB) operations

The five phases Pedestrian Hybrid Beacon’s (PHB) operations

Pedestrian Hybrid Beacons are one of FHWA’s seven Safe Transportation for Every Pedestrian (STEP) countermeasures, proven methods of reducing pedestrian collisions. STEP was promoted through multiple rounds of the FHWA’s Every Day Counts (EDC) Program. A PHB is typically placed to improve pedestrian safety at uncontrolled and mid-block crossings, in locations with high pedestrian demand and wide roadways. The treatment consists of two signal arms on each side, with pedestrian “push buttons” and a crosswalk. The PHB operates in five phases. In the first, the PHB’s signal is off. The second phase begins when a pedestrian activates it by pressing a button, prompting the signal to flash a yellow light. Then, for the third phase, the flashing transitions to a solid yellow light, communicating to drivers that they should prepare to stop. Then the light turns red, and, in the fourth phase, the pedestrian signal changes to “Walk.” After an interval, the fifth phase begins: the pedestrian signal displays a countdown timer, and the traffic signal flashes alternating red lights, telling drivers to stop and that they may proceed if the crosswalk is clear.

The study’s literature review found multiple examples of prior research demonstrating the efficacy of PHBs. In the case of Tucson, Arizona, where one of the first PHBs was deployed in the United States, one study found a 69 percent decrease in pedestrian-related crashes in the signal area. Another analysis in Tucson found a 97 percent yielding rate from drivers at PHB-equipped crossings. One of the chief findings from the literature review was that PHB signal evaluations were lacking in New Jersey. Thus, researchers aimed to more systematically analyze PHBs in the state.

The authors found ten implemented examples of PHBs throughout the state, from Bergen County to Atlantic County. For more in-depth research, they selected signals in three different community types (urban, suburban, and campus area), in Morristown, Medford, and New Brunswick, New Jersey, to undergo video analysis.

The five phases Pedestrian Hybrid Beacon’s (PHB) operations

The five phases Pedestrian Hybrid Beacon’s (PHB) operations

One commonality observed in all three locations was an apparent confusion for motorists concerning the fifth phase, in which the signal flashes red, indicating that drivers should stop and then proceed with caution. In New Brunswick, 100 percent of observed motorists remained stopped, even after the intersection had been cleared. In Morristown, the vast majority of pedestrians (91.3%) failed to use the PHB during the morning period, and also failed to do so in the evening (83%). The authors attribute such behavior to the PHB timing being linked to two nearby traffic signals, contributing to extra delay after the crossing button has been pressed. When inconvenient, it seems, pedestrians may opt to cross on their own.

To better understand the familiarity of pedestrians and motorists in New Jersey with PHBs, the researchers designed an online survey that was sent to 79,567 randomly selected email addresses from 30 communities across the state. While respondents indicated some confusion as to how PHBs functioned, a plurality indicated that they would be very likely or somewhat likely to support  implementation in their own community. A majority of respondents (85.9%) reported that they had never heard of PHBs, and later indicated that completing the short survey had increased their knowledge of the safety treatment, showing the potential benefit of more public education about their functionality.

The report concludes by stating that while PHBs are proven to be effective at increasing pedestrian crossing safety, a lack of public awareness on the part of both drivers and pedestrians currently limits the effectiveness of these devices. The researchers suggest updating the New Jersey Motor Vehicle Commission’s Driver’s Handbook to include the PHB, and to differentiate the flashing red signals at a PHB where the driver must yield and then proceed if the crosswalk is clear, from the flashing red signals at railroad crossings where the driver is required to stop and remain stopped. This addition could be complemented with a public education campaign to teach pedestrians and drivers about the intricacies of Pedestrian Hybrid Beacons.

The New Jersey Bicycle and Pedestrian Resource Center (BPRC) works to promote a safer and more accessible walking and bicycling environment in the state. The Center, located at the Alan M. Voorhees Transportation Center at Rutgers, is supported by NJDOT through funding from FHWA. Further information technical assistance, resources for Complete Streets, and current research is available on the BPRC’s website.

Resources

Federal Highway Administration. Pedestrian Hybrid Beacons. Federal Highway Administration. https://safety.fhwa.dot.gov/provencountermeasures/ped_hybrid_beacon/

New Jersey Bicycle and Pedestrian Resource Center. (2020). Evaluating the Pedestrian Hybrid Beacon’s Effectiveness: A Case Study in New Jersey. New Jersey Bicycle and Pedestrian Resource Center. http://njbikeped.org/portfolio/evaluating-pedestrian-hybrid-beacons-effectiveness/

NJDOT Tech Transfer. (2019). What is a Pedestrian Hybrid Beacon? NJDOT Tech Transfer. Video. https://www.njdottechtransfer.net/2019/09/27/njdot-safety-countermeasures-videos/

NJDOT Tech Transfer. (2020). STEP-Aligned HAWK Signal Installed in Bergen County. NJDOT Tech Transfer. https://www.njdottechtransfer.net/2020/03/20/step-aligned-hawk-signal-installed-in-bergen-county/

 

ANNOUNCEMENT: FY 2021 AID Demonstration Program Information Session

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The Federal Highway Administration (FHWA) has announced the FY 2021 Accelerated Innovation Deployment (AID) Demonstration Program and will make up to $10 million in grants will through Notice of Funding Opportunity (NOFO) 693JJ321NF-AIDDP (link). The AID Demonstration program provides funding as an incentive to accelerate the implementation and adoption of innovation in highway transportation. Eligible activities may involve any phase of a highway transportation project between project planning and project delivery, including planning, financing, operation, structures, materials, pavements, environment, and construction. The FHWA will provide AID Demonstration grants to eligible State DOTs, Federal Land Management Agencies, and tribal governments.

Key NOFO Dates

Notice of Intent to Apply Deadline: August 3, 2021: 11:59 pm Eastern Time.
Application Submission Deadline: September 28, 2021; 11:59 pm Eastern Time.

The FHWA will host an AID Demonstration Information Session to provide an overview of the FY 2021 program. Participation is not mandatory in order to submit an application under NOFO 693JJ321NF-AIDDP. However, potential applicants are encouraged to participate. Please join us on July 27, 2021 at 1:00 pm (Eastern Time). There is no registration required to attend the Information Session. To join, simply CLICK HERE to be taken directly to the virtual meeting space. This will be a MS Teams Live Event and will be recorded.

Research to Implementation: Design and Evaluation of Scour for Bridges Using HEC-18

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This Research to Implementation video presents an example of NJDOT-sponsored research and the effect such research has in addressing transportation-related issues within the State.

Bridge scour is the removal of sediment such as sand and gravel from around non-tidal bridge substructures and supports caused by swiftly moving water. This water can scoop out ​scour holes​, compromising the integrity of a structure. Understanding the extent of bridge damage and prioritizing the order of repair is critical to maintaining safe bridges.

With the support of NJDOT's Bureau of Research, researchers developed the NJ-specific Scour Evaluation Model (SEM) to prioritize bridges for repair. The SEM model was determined to be effective and is now approved by FHWA and NJDOT to evaluate scour risk. The project included training of consultants to encourage the expanded use of the SEM model in NJ.

The video promotes the benefits of funded research to increase the safety of the traveling public, reduce costs, and increase efficiency.

Image reads: TRB Publications March to April, 2021

TRB Publications (March – April, 2021)

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The following is a list of research published by the Transportation Research Board (TRB) between March 1st, 2021, and May 1st, 2021. Current articles from the TRB may be accessed here. 

Image reads: Administration

Evaluation of Project Development Process at State Transportation Agencies
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 326-337 

Image reads: Bicycles and Pedestrians

Contrasting Perspectives on the Comfort and Safety of Pedestrians Interacting with Other Road Users
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 33-43 

Image reads: Bridges and Structures

High Load Jacking Frames for Pin and Hanger Replacement at the Robert Moses Causeway
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 8-16 

Monitoring of the Response of the Sagamore Parkway Bridge and its Foundations During a Live Load Test
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 358-366 

Hybrid Elman Neural Network and an Invasive Weed Optimization Method for Bridge Defect Recognition
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 167-199 

Image reads: Energy, Environment, and Sustainable Practice

Oregon’s Clean Fuels Program: A Review and Status Update
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 367-378 

Developing City-Wide Hurricane Impact Maps using Real-Life Data on Infrastructure, Vegetation and Weather
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 393-404 

Comparing Driving Cycle Development Methods Based on Markov Chains
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 212-221 

Image reads: Materials

Field Determined Live Load Distribution Factors for Modular Press-Brake-Formed Tub Girders
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 1-7 

Evaluating In-Vehicle Sound and Vibration during Incursions on Sinusoidal Rumble Strips
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 154-166 

Image reads: Operations and Maintenance

Optimal Time Interval for Investigating Prior Information in Network Sensor Location Problem
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 238-248 

Image reads: Pavements

3-D Thermomechanical Tire–Pavement Interaction Model for Evaluation of Pavement Skid Resistance
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 65-80 

Image Reads: Planning

Goal Programming Framework for Prioritization of Low-Volume Road Projects Considering Network Accessibility and Stakeholders’ Preferences
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 249-262 

Understanding Young Commuters’ Mode Choice Decision to Use Private Car or Public Transport from an Extended Theory of Planned Behavior
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 200-211 

Framework for Country-Level Sustainable Transportation Policy Learning using Public Support as a Measure of Cultural Distance
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 263-273 

Modal Mismatch and Accessibility Gap in Dhaka using a Time of Day Based Approach
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 379-392 

Image reads: Research

On the Impact of Income, Age, and Travel Distance on the Value of Time
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 122-135 

Modeling the Evolution of Ride-Hailing Adoption and Usage: A Case Study of the Puget Sound Region
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 81-97 

Value-Based Approach to Assess the Impact of Lifestyles on Mode Shares
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 313-325 

Using Taxi GPS Trajectory Data to Optimize the Spatial Layout of Urban Taxi Stands
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 301-312 

Effect of Culture on Gender Differences in Risky Driver Behavior through Comparative Analysis of 32 Countries
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 274-287 

Image reads: Safety and Human Performance

Recommended Test Vehicle Update for Manual for Assessing Safety Hardware
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 98-111 

Evaluation of an Automatic, Individual Computer-Based Driver Education and Training Program
TRANSIT-IDEA Program Project Final Report, Issue 88, 2021, 39p 

Role of Uncertainty and Social Networks on Shadow Evacuation and Non-Compliance Behavior in Hurricanes
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 53-64 

Image reads: Traffic

Prediction of Design Hourly Volume on Rural Roads
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 112-121 

Longitudinal-Scanline-Based Arterial Traffic Video Analytics with Coordinate Transformation Assisted by 3D Infrastructure Data
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 338-357 

Image reads: Transit 

Passenger Satisfaction Scale for Public Transportation
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 44-52 

Transit Economic Equity Index: Developing a Comprehensive Measure of Transit Service Equity
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 288-300 

Efficiency Based Evaluation of Public Transport and Paratransit Systems with a View to Integrating Transportation
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 17-32 

Integrated Overnight Train Scheduling and Maintenance Planning for High-Speed Railway Lines
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 222-237 

On the Influence of Land Use and Transit Network Attributes on the Generation of, and Relationship between, the Demand for Public Transit and Ride-Hailing Services in Toronto
Transportation Research Record: Journal of the Transportation Research Board, Volume 2675, Issue 3, 2021, pp 136-153

NJ STIC Innovations Featured at EDC-6 Virtual Summit

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On December 8-10, 2020 FHWA hosted the Every Day Counts (EDC) 2020 Virtual Summit.

EDC is a State-based model that promotes the identification and rapid deployment of proven, yet underutilized innovations to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and integrate automation. FHWA works with State transportation departments, local governments, tribes, private industry and other stakeholders to identify a new collection of innovations to champion every two years that merit accelerated deployment.

The Summit is an integral component of the EDC model, bringing together transportation leaders and front-line professionals responsible for the development and delivery of highway projects to learn more about the innovations. Following the Summit, the States finalize their selection of innovations, establish performance goals for implementation over the upcoming two-year cycle, and begin to implement the innovations with the support and assistance of the technical teams established for each innovation.

The EDC-6 Summit was conducted virtually and included over 3,000 attendees from state Departments of Transportation, local agencies, federal land management agencies, tribes and industry. In the EDC-6 two-year cycle, seven innovations were featured that promote strategies to increase engagement with people, new applications of products to preserve and repair infrastructure, and improved processes that can save time on project delivery and incident management.

The EDC-6 Virtual summit included an exhibit pavilion to showcase home-grown innovations that State Transportation Innovation Council (STIC) members developed and implemented. The purpose of the pavilion was to celebrate and share examples of innovations that save lives, time and resources with a wider audience to expand their potential use and impact. Highlighted innovations did not need to be EDC-related, or previously funded through the STIC Incentive or AID Demonstration grant programs. Rather, exhibitors were asked to share those innovations that could benefit other state and local agencies.

The NJ STIC selected the ten innovations shown here for the pavilion.

NJDOT Real-Time Signal Performance Measurement
Bridge Fender Navigation Lighting Reflective Backup System
NJDOT BABM 2020 Anti-Jackknife Device
BABM-NJDOT Roncovitz Post Pusher and Post Puller​
DDSA NJDOT Data Driven Safety Analysis – Burlington County Roundabout
NJDOT Local Safety Peer Exchange
NJDOT Pavement Preservation Video
NJDOT Safety Service Patrol – iCone Technology
NJDOT UAS and A-GaME​
NJDOT UAS High Mast Light Pole Inspection​

NJDOT Tech Talk! Webinar – Research Showcase: Lunchtime Edition

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On April 22, 2021, 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 projects examined various issues in transportation from surface transportation vulnerability to climate change, to the impacts of lighting on work zone safety, to policies that regulate overweight trucks in New Jersey. After each presentation, webinar participants had an opportunity to pose questions of the presenter.

Quantifying Impacts of Disruptive Precipitation to Surface Transportation: A Data-Driven Mitigation Approach. Raif Bucar is a third-year Engineering Management Ph.D. student at Stevens Institute of Technology, currently conducting research on surface transportation vulnerability to flood events. The study adopts a multidisciplinary approach to look at the effects of not only 100 and 500 year floods, but also more frequent events that cause local flooding to assess the impact on mobility and accessibility in Hoboken, NJ. The resulting study explores flooding impacts on the transportation system in terms of mobility and accessibility metrics and can inform the flood mitigation measures and measures to improve resilience.

The study used a traffic simulation model to look at storm magnitude and high and low tide in relation to Vehicle Miles Traveled, Vehicle Hours Traveled, and Trips Completed. Mr. Bucar described analysis of data to predict flood risk and determine areas of higher probability of flooding by year-storm and tide to determine why some areas flood more often than others. The study explored urban characteristics including land cover and topography, elevation, slope, impervious coverage, and drainage system features, and looked at the correlation of these features with flooding.

Mr. Bucar described the application of this information to determine routing information for drivers by applying machine learning to develop a “most valuable path” that adjusts travel time based on each link in the route and diverts drivers in response to changing conditions during flood events. The study findings can also be applied to guide flood resilience transportation planning. Future work will look at other models to validate this study’s assumptions, and will investigate driver behavior during flood events and how drivers respond to new information.

Following the presentation, Mr. Bucar responded to questions asked through the chat feature:

Q. There is not as much research on rainfall-induced flooding. Why not?
A. There may be resistance to using interdisciplinary approaches to exploring this problem. This is an area that needs more research as the disruptive effects of flooding on transportation mobility is increasingly apparent.

Q. How translatable is this approach to other cities or locations?
A. Thus far, we have not applied the framework to other areas, but should be able to apply it to other controlled study areas. A study of larger areas, such as a state, will not show local differences. There is a limit to how much we can scale this model.

Q. How do you plan on factoring in driver behavior and driver knowledge of flood events in future studies?
A. We anticipate using surveys and controlled experiments.

Lighting, Visual Guidance and Age: Importance to Safety in Roadway Work Zones. Dr. John Bullough is the Director of Transportation and Safety Lighting Programs and a Course Instructor in the graduate program in lighting at the Lighting Research Center at Rensselaer Polytechnic Institute.

Work zones are complex visual environments, and particularly so at night when illumination is needed for workers to complete tasks and for drivers to see the work area and understand how to navigate around it. Roadway delineators, and steady and flashing lights used in work zones can cause glare and visual chaos that affect drivers’ ability to see well. These challenges are exacerbated for older drivers due to physical changes in the eye over time.

Dr. Bullough described the Relative Visual Performance (RVP) model used to look at the speed and accuracy of visual processing in relationship to light level, the contrast between an object and the background, the size of an object, and the age of the observer. The research compared the effects of: steady lighting; flashing lights at night and during the day; sign retroreflectivity, color, and lettering; and road delineators on younger and older drivers.

Dr. Bullough noted that, with an aging driving population, the needs of older drivers should be considered to improve road safety around work zones. Study conclusions emphasize that older drivers need higher light levels than younger adults, but warns that higher light levels can create more glare. There is a need for flashing warning light intensity specifications that reflect the needs of drivers of all ages. It was noted that higher reflectivity in sign sheeting can extend legibility distances and so assist older drivers. Dr. Bullough noted that monitoring of light levels is needed throughout their use to keep levels of glare low.

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

Q. Was the information broken down for age groups over 60 years?
A. Optical changes continue to ages 70 and 80. However, there are other potential visual problems among individuals in these age groups – for example, cataracts, macular degeneration, and glaucoma which make generalizations more difficult.

Q. Does the color of light affect glare and visibility?
A. It depends on what we mean by “glare”. Red and blue lights – which we might find on police and flashing lights of highway maintenance trucks – have the same contrast-reducing characteristics regardless of color. However, people tend to be more sensitive to bluer colors; they find them much brighter, more glaring, more annoying and distracting even if they do not affect visibility any more than red or yellow lights of the same intensity. So, depending on what we mean by glare – if it’s that sensation of pain or annoyance – color matters a lot; if it is just visibility than it really comes down to candle-power, or candelas.

Q. What were the overall differences between urban and rural environments?
A. Urban environments tend to be more difficult for all drivers to find key information in the visual clutter. However, the effect is still much harder for older people than young people.

Q. How does eye recovery after glare differ between younger and older people?
A. Eyes in older people take twice as long to recover (3-4 seconds) after exposure to glare than in younger people.

Analysis of Overweight Truck Permit Policy in New Jersey. Dr. Hani Nassif is a professor at Rutgers, The State University of New Jersey, where he has established the Bridge Engineering Program.   Dr. Nassif introduced the study and acknowledged the contribution of the research team that worked on this study and a prior study focused on the impact of freight on pavement and bridge infrastructure.

This research study explored whether New Jersey’s scheduled permit fees for overweight trucks allow NJDOT to recover all or part of the costs of the damage imposed by these vehicles traveling on NJ roads and bridges.

In a previous study, researchers had correlated truck overweight data with damage to bridges and pavements which showed higher rate of deterioration with higher rates of use by overweight trucks. The main question for this study considered whether the permit fees were sufficient to recover the costs incurred on the infrastructure. Then, in light of these findings, what policy recommendations could be made to change permit policies.

Dr. Nassif described various data sources and methods that were used to estimate the costs of damage to roads and bridges caused by overweight vehicles, including six years of data from the NJ Overweight Permit Database, Straight Line Diagrams of the NJ roadway network, GIS and the National Bridge Inventory including bridge location and conditions.

Dr. Nassif also provided an overview of NJ Overweight Permits, explaining the various types, validity, fee schedule and weight rules.  He highlighted the challenges of effectively collecting fees for overweight trucks and use categories for which fees are not adequately collected.   If a truck weighs more than 80,000 lbs., a permit should be obtained. Although, the State issues 100,000 permits each year, 96 percent of overweight trucks are estimated to be running without permits. These are not short hauls; the trip length is, on average, 50 miles.

The study also looked at fee permitting across the country. Each state uses one of three different permit fee structures: a flat fee; an oversize, overweight fee; and a new model which combines oversize, overweight, and mileage. The study included an effort to benchmark New Jersey against other states in terms of its fee structure. NJ is fourth highest in terms of overweight fee structure.  Any revised policy must take into account these higher fees in relation to neighboring states.

Dr. Nassif noted that the study findings can inform discussion of alternative policies on trucking fees.  The State can maintain the same fee schedule, add mileage to the fee calculation, or charge a flat fee. Dr. Nassif noted that it is not the objective of the state to recoup all the damage costs but perhaps to try to have all sectors of the economy pay their share in terms of the damage to the infrastructure. He suggested that, because trucks using more than six axles cause less damage, the use of more axles could be incentivized. Fees in NJ are already high, so an increase may not be feasible. All sectors of the trucking industry should pay their fair share.  There may be greater efficiency and equity in imposing a permit fee structure that collects a greater fee for longer mileage trips.

Dr. Nassif answered several questions following his presentation: 

Q. What would be your recommendation for regulating overweight trucks- to change to a flat fee or a mileage-based fee?
A. A combination of overweight and mileage fees might be most appropriate in NJ for a fair distribution of permit fees. This is similar to neighboring states. The average trip length is 50 miles for a permit. If a truck travels more, the State could add $1 for each additional mile would recoup 80 percent of the damage cost.

Q. Have you considered the cost of compliance in payment of fees for overweight vehicles?
We have been trying to work with the trucking association – we had a couple of workshops with stakeholders from agencies and trucking association – with the overall goal of enhancing the movement of goods. For example, the state could incentivize the use of a larger number of axles by lowering fees for these trucks. Truck weight enforcement is currently inefficient – it’s like chasing “cat and mouse”. Permits are not obtained for most overweight vehicles. Autonomous enforcement using accurate sensors along the road could result in citations and force drivers to get overweight permits. Weigh-in-Motion stations could be used as enforcement stations.

The enforcement needs to be more effective and we need more legislation; this legislation is under consideration in NY. NJ should consider this legislation to generate more revenue, and provide an equal footing for all parts of the trucking industry.

Q. With regional partners working together would we see more compliance?
A. There have been some regional efforts, including the Port Authority of New York and New Jersey calling for harmonizing the permitting process across state lines. New Jersey and New York could take the lead in advancing legislation to create a unified approach from Connecticut to Delaware and Maryland.

A recording of the webinar is available here.

What Do Autonomous Vehicles Mean for Infrastructure?

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PAVE April 14, 20201 Virtual Panel Highlights

On April 14, 2021, Partners for Automated Vehicle Education (PAVE) hosted a virtual panel on the timely topic of “What Do AVs Mean for Infrastructure?” Formed in 2019, PAVE is a coalition of industry, academic and non-profit institutions that focuses on educating the public and policymakers on Autonomous Vehicle (AV) technology.

The April 14th virtual panel offered a facilitated discussion among three professionals on infrastructure-related opportunities and challenges related to AV. Participants included the following:

  • Michele Mueller, Senior Project Manager Connected and Automated Vehicles, Michigan DOT
  • Avery Ash, Head of Autonomous Mobility, INRIX
  • Robert Dingess, President, Mercer Strategic Alliance

The panel shared that stakeholders are working to determine a hierarchy of infrastructure needs and priorities related to AV technology. Several infrastructure undertakings related to pavement markings that could help advance the use of AVs include the addition of dotted edge line extensions on exit ramps and expansion of roadway markings from four to six-inches. It was remarked, however, that it would be cost prohibitive for state Departments of Transportation (DOTs) to regularly update pavement markings. Thus, other strategies to help facilitate appropriate AV identification of lane markings should be investigated. As one panelist noted, AV technology needs to be adaptable to the reality that pavement markings will not always be consistent or new.

The panel discussed possibilities for using AV data to help create and monitor digital infrastructure, which could help agencies understand where to prioritize improvements, ultimately benefiting roadway users. Issues to be determined include how DOTs can best access this data and cost factors. One possibility noted by Ms. Mueller would be development of a business model that promoted a two-way data exchange among DOTs and AV data sources.

Discussion concluded with a recommendation that DOTs and other stakeholders explore the Notice of Proposed Amendments for the 11th edition of the Manual on Uniform Traffic Control Devices (MUTCD), which is available for public comment in the Federal Register. As the national standard on traffic control devices, the MUTCD plays a vital role in fostering interstate infrastructure uniformity. The recently released FHWA-proposed MUTCD updates include a Part 5 section on automated vehicles, which offers an excellent opportunity for DOTs and other interested parties to share comments and feedback on the topic of AV and infrastructure priorities and needs.

Resources

To view the 30-minute PAVE webinar, click here

To view other PAVE webinars on topics related to Autonomous Vehicle safety, technology, and accessibility, click here

To view presentations and discussion from the U.S. Access Board’s forum series on inclusive design of autonomous vehicles, click here

For more information on the Notice of Proposed Amendments for the 11th edition of the MUTCD available for public comment, click here

Next-Generation TIM: Integrating Technology, Data, and Training

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What is Next-Generation TIM: Integrating Technology, Data, and Training?

New methods for improving Traffic Incident Management (TIM) programs aim to increase traveler and responder safety and improve trip reliability and commerce movement on all roadways.

Over 6 million reportable crashes occur every year in the United States. Each crash places responders and motorists at risk of secondary crashes while having a severe impact on congestion. New tools, data, and training mechanisms can be used to improve safety and reduce clearance times at roadway crashes. New and existing TIM programs, including those for local agencies and off-interstate applications, will benefit from using enhanced TIM practices on all roadways to save lives, time, and money.

A New Generation of TIM

While the FHWA's national TIM responder training program successfully trained almost 500,000 responders to clear incidents collaboratively, safely, and quickly, it was largely focused on agencies that respond on interstates and high-speed roadways. Next-generation (NextGen) TIM increases the focus on local agency TIM programs while integrating new and emerging technology, tools, and training to improve incident detection and reduce safety response and clearance times on all roadways.

Traditionally, transportation agencies capture incidents (crashes, roadway debris, stalled vehicles on mainlines, etc.) where sensor technologies are installed, where safety service patrols are present, or when contacted by public safety/law enforcement agencies. NextGen TIM significantly expands this capacity. It enables agencies to improve TIM strategies by implementing new options such as back-of-queue warning, navigation-app notification of active responders in the vicinity, notification-based incident detection using crowdsourced data, and more.

By using NextGen TIM methods, State and local agencies can increase traveler and responder safety, improve trip reliability and commerce movement, and enable responder communities to focus more resources on other pressing citizen needs.

Benefits

Increased Safety. NextGen TIM targets advances in safety through engineering, enforcement, education, and emergency services to help keep responders, drivers, and pedestrians safe across freeway, arterial, and multimodal travel.

Improved Travel Times. Training, data, and technology combine to help local and State agencies reduce secondary crashes and clearance times, improving trip reliability and increasing motorists' awareness of active responders along their travel routes.

Improved Operations. Integrating new and emerging technology, tools, and training can improve incident mitigation and safety throughout the whole TIM timeline, from incident detection to clearance on all roadways.

Learn more about this EDC-6 Innovation.

How NJ Incorporates NextGen Traffic Incident Management (TIM)

Stage of Innovation:
DEVELOPMENT
(December 2022)

Research. NJDOT is coordinating with State Police to determine communications that will be shared with Computer-Aided Dispatch (CAD) integration. NJDOT is also working to establish radio channels to enable coordinated DOT and law enforcement communications at incident sites.

Training. NJDOT is actively working towards achieving participation by all local agencies in the NJDOT established statewide TIM training course.

Building Support. DVRPC area-generated incident management task forces can serve as models for creation of similar diverse stakeholder task forces in other regions. NJDOT is also looking to build partnerships with media to facilitate TIM communications.

What’s Next?

For the EDC-6 initiative, the NJDOT initially wanted to focus on CAD integration as one of the major activities in support of the TIM strategic plan. As a result of NJ State Police's decision to change their CAD technology, the NJDOT is revising their approach for EDC-6 NextGen TIM.

NJDOT is continuing to coordinate with the NJIT ITS Resource Center to deploy HAAS Alert technology on NJDOT's Safety Service Patrol vehicles. The responder-to-vehicle alert application will deliver incident alerts to the motorists (i.e. phone apps) for their situational awareness when approaching a stopped SSP vehicle assisting stranded motorists to assist in reducing speed and collision.

The NJSP statewide CAD system (Motorola FLEX) is currently being re-evaluated. The NJDOT will continue to maintain the existing working group/team comprising staff from the Mobility Operations, Mobility Planning/Research, and NJIT ITS Resource Center to provide coordination and strategic planning for the CAD integration project.

 

 

Next-Generation TIM: Integrating Technology, Data, and Training: NEW & NOTEWORTHY

NJDOT Traffic Incident Management Training Course – Now Available Online as Self-Guided Course

NJDOT Traffic Incident Management Training Course – Now Available Online as Self-Guided Course

September 7, 2023
NJDOT's Traffic Incident Management training is now available as an online, self-guided course. Bringing first responder training program to online platform should make it ...
Talking TIM Webinar Series (TIM) Webinar Series

Talking TIM Webinar Series (TIM) Webinar Series

July 20, 2023
A series of FHWA-hosted webinars spotlights ongoing NextGen TIM implementations and best practices. ...
Innovation Spotlight: Testing and Deploying ITS Solutions for Safer Mobility and Operations

Innovation Spotlight: Testing and Deploying ITS Solutions for Safer Mobility and Operations

February 10, 2022
We spoke with Sue Catlett from NJDOT's Transportation Mobility, Planning and Research Group to get an update on Crowdsourcing, Weather Responsive Management and Traffic Incident ...
Developing Next Generation Traffic Incident Management in the Delaware Valley

Developing Next Generation Traffic Incident Management in the Delaware Valley

June 10, 2021
DVRPC's Traffic Incident Monitoring (TIM) platform provides system-wide traffic operators, first responders, and highway planners. ...
Final Report Released for the Connected Vehicles Program Pilot Testing of Technology for Distributing Road Service Safety Messages from Safety Service Patrols

Final Report Released for the Connected Vehicles Program Pilot Testing of Technology for Distributing Road Service Safety Messages from Safety Service Patrols

February 12, 2020
NJDOT’s top priority is to improve highway safety. To support this goal, in September 2018, New Jersey began a pilot study of the effectiveness of ...
Connected Vehicles Program Pilot Testing of Technology for Safety Service Patrol Workers Continues

Connected Vehicles Program Pilot Testing of Technology for Safety Service Patrol Workers Continues

August 6, 2019
The pilot study continues to examine the effectiveness of connected vehicle technology to alert motorists to Safety Service Patrol (SSP) workers at an incident site. ...
New Jersey Pilots Connected Vehicles Program to Protect Safety Service Patrol Staff

New Jersey Pilots Connected Vehicles Program to Protect Safety Service Patrol Staff

July 18, 2018
This study will examine the effectiveness of connected vehicle technology to alert motorists to Safety Service Patrol (SSP) workers at an incident site. ...

e-Ticketing

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Implementing e-Ticketing, and the related practice of using digital as-builts, into project delivery enhances safety, quality, and cost savings by improving the accessibility of project data.

Highway construction projects produce massive amounts of valuable data. Historically, information such as materials tickets and as-built plans were communicated via paper. Today's transportation agencies are improving on these paper processes by integrating them into electronic and digital workflows. Electronic ticketing (e-Ticketing) improves the tracking, exchange, and archiving of materials tickets. Digital information, such as 3D design models and other metadata, can enhance the value of contract documents and the future usability of the as-built plans for operations, maintenance, and asset management. Both can increase project safety and quality through efficient data gathering and sharing.

What is e-Ticketing?

Providing all stakeholders with an electronic means to produce, transmit, and share materials data and track and verify materials deliveries enhances safety, streamlines inspections, and improves contract administration processing. Using electronic ticket (e-Ticket) exchanges enables access via mobile devices and simplifies handling and integration of material data into construction management systems for acceptance, payment, and source documentation.

Benefits

Safety. e-Ticketing enhances data collection while reducing exposure to adjacent vehicular traffic and construction equipment for inspectors and work crews while retrieving paper tickets.

Time Savings. Real-time access, via electronic handling of tickets, reduces processing time for quality assurance and payment, decreasing the inherent delays in paper-based project administration.

Quality. Project documentation is more consistent and efficient using e-Ticketing platforms. Standardized data enables archiving for future reference, leading to improved design, construction, maintenance, and operations.

Learn more about this EDC-6 Innovation.

How NJ Incorporates e-Ticketing

Stage of Innovation:
DEVELOPMENT
(December 2022)

New Jersey has taken several steps to advance its use of e-Ticketing and to encourage its partners to adopt its use.

Research. NJDOT has collected and reviewed information, guidance, research, and best practices on the implementation and use of e-Ticketing techniques.

Training. NJDOT has participated in e-Ticketing trainings, peer exchanges, and workshops.

Building Support. NJDOT is working with internal and external partners, stakeholders, and vendors to advance the use of e-Ticketing. The agency has also identified individuals for an implementation team.

What’s Next?

A NJDOT e-Ticketing working group was formed that will work to advance this innovation by pursuing tasks including seeking guidance from other state DOTs on their e-Ticketing related interactions with vendors and procedures and policies. The working group is at the stage in the process where a "Project Intake Process" and "Project Risk and Complexity Assessment Tool" is being developed.  The team in place includes a designated individual assigned as the lead following completion of a procurement process.

The working group is coordinating with the DOT for preparation and submission of Logical SAR (System Architecture Review) documents which are required to select an e-ticketing Vendor and the necessary software.

e-Ticketing: NEW & NOTEWORTHY