Category Archives: Innovation Spotlight

NJDOT’s Next-Gen Approach to Mobility and Operations: Q&A Interview with CIA Team Lead

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We recently spoke with Vandana Mathur, Supervisor of Transportation Mobility & Research at NJDOT, to learn more about the agency’s ongoing innovative mobility and operations initiatives. The discussion navigated advancements such as enhanced IMR truck equipment for safer incident response, real-time weather monitoring through the Weather Savvy program, and smart truck parking technology to address parking space shortages. These efforts reflect NJDOT’s commitment to using data-driven, next-generation solutions to improve roadway safety and efficiency across the state.

Q. Can you tell us about the initiative to equip NJDOT Incident Management Response (IMR) trucks with lighting towers and LED flares at incident scenes as part of the EDC-7 Next-Generation TIM – Technology for Saving Lives?

A. NJDOT secured funding from the Federal Highway Administration (FHWA) to enhance its Incident Management Response (IMR) trucks by equipping them with light towers and LED flares. This initiative has already significantly improved NJDOT’s on-scene operational capabilities—particularly in low-light conditions—by increasing both safety and efficiency. The light towers provide critical illumination, enabling first responders to better assess the scene, identify debris, and evaluate the extent of the crash. The improved visibility also enhances personnel safety by alerting approaching drivers to the presence of an emergency scene, giving them time to slow down and avoid secondary incidents.

LED flare deployed at an incident site

Unlike traditional emergency lights, which can be blinding, the LED flares equipped on NJDOT’s IMR trucks use a calmer, sequential lighting pattern that is less jarring to drivers while still maintaining a strong visual presence. The light towers provide wide-area illumination that surpasses the limited reach of standard vehicle emergency lights, ensuring that all personnel working at the scene are clearly visible. Designed for quick deployment, the towers deliver lighting rapidly when it’s most needed.

This initiative plays a critical role in supporting Traffic Incident Management (TIM) by enhancing the safety for both emergency responders and drivers during roadway incidents.

Q. You mentioned the benefits of the lighting towers and LED flares compared to traditional flashing lights – are emergency responders moving away from using flashing lights altogether? Additionally, have they been installed and implemented into all NJDOT IMR trucks or is this an ongoing process?

A. Yes, we often use the new tools instead of the flashing lights, especially because they can be deployed immediately. We have installed the lighting towers and LED flares on 22 IMR trucks across the state. These tools are used frequently—on average, once per week or several times per month—which shows they’re a valuable and necessary source for incident management. Because they have proven so effective, it is now standard practice to include light towers and LED flares on all new IMR trucks added to the fleet.

Q. Staying on TIM, can you describe the Drivewyze alert project? How does it collect and distribute data, and what are some potential benefits?

A. Drivewyze is a product that we are purchasing through the University of Maryland as part of the Transportation Data Marketplace (TDM) and the Eastern Transportation Coalition, which benefits New Jersey and the 19 other coalition member states. Drivewyze sends safety alerts to commercial vehicles’ Electronic Logging Devices (ELDs)—which all truckers have—and since the alerts are free, both drivers and fleet operators can sign up to receive them.

The system generates alerts using INRIX data and provides warnings for low bridges, high rollover zones, weight restrictions, “no trucks in left lane” zones, and sudden slowdowns and congestion. Because commercial vehicles need more time to stop than passenger vehicles, due to their size and weight, timely slowdown warnings can be especially critical for safety.

Drivewyze dashboard displaying the number of alerts, the type of alerts, and where the alerts are located

As part of its service, Drivewyze provided us with a dashboard that show the number of alerts sent, categorized by alert type. We use this data to assess performance. For example, by reviewing the number of alerts issued over the past three months, we evaluate whether alerts are being sent to the right places at the right times. When I joined the NJDOT team, I emphasized the importance of verifying and validating this data—not just accepting numbers that look good on paper.

We reached out to NJIT, our resource center, to help us conduct real-world testing during peak hours to confirm whether the alerts were actually reaching vehicles on the road. Initially, NJIT found that static alerts were working well, but congestion alerts were not coming through. When I contacted Drivewyze, they responded that they had forgotten to enable congestion alerts and said they had fixed the issue. NJIT conducted follow-up test runs in April to confirm the fix.

In the second round of testing, static alerts continued to perform well—NJIT even received a new static message related to a closure of Exit 34 due to a sinkhole. However, congestion alerts still underperformed. Despite driving through 83 congestion zones at speeds under 25 mph, NJIT researchers only received 5 congestion alerts. We will continue working with Drivewyze to make sure this issue is fully resolved.

Q. Moving to a different topic, at the most recent NJ STIC meeting you mentioned recent advancements in the Weather Savvy pilot. What technologies are used in the Weather Savvy program, what benefits does it provide, and how has it evolved since it first began?

A. We launched the Weather Savvy pilot project in 2020 to gain real-time situational awareness of roadway conditions. We began by equipping 12 NJDOT vehicles with Vaisala MD30 weather sensors. These sensors collect a range of data such as air temperature, road surface temperature, grip levels, frost point, dew point, and whether the road surface is wet, icy, or dry. Each vehicle also contains tablets that display this information to the driver and relays it to a central server, administered by NJIT, via a wireless router installed in the vehicle. A road-facing camera mounted on the vehicle provides real-time video of roadway and weather conditions.

Screenshot of the Weather Savvy portal hosted by NJIT

Since the project began, we have expanded from 12 to 45 NJDOT vehicles, including plow trucks, Safety Service Patrol (SSP) trucks, and operations supervisor pickup trucks. All collected data is accessible through a web portal developed by NJIT, which features a map showing each vehicle’s location, online/offline status, and travel history over the past 15 minutes. The portal also includes color-coded indicators for road surface conditions and allows users to click on specific locations for detailed information.

Last year, NJIT enhanced the portal by integrating additional roadside sensors, including Vaisala GroundCast and acoustic sensors. GroundCast is a battery-operated, in-pavement cylindrical sensor that collects data on surface, ground, and base temperatures, as well as the presence of roadway chemicals. The acoustic sensors record the sound of vehicles driving over the road and use an AI model to classify the road surface conditions. All of this data has been integrated into the Weather Savvy web portal to support better live monitoring of road conditions.

NJDOT workers installing Vaisala GroundCast into the pavement

Right now, we are working toward integrating three sources of weather data: the mobile Weather Savvy vehicles, stationary road sensors across the state, and potential virtual Road Weather Information Systems (RWIS) data. Our goal is to merge all three sources to create the most accurate, real-time understanding of road and weather conditions. This phase is still in the early pilot stage.

Q. Is NJIT’s Weather Savvy web portal publicly accessible, or is it only shared with NJDOT?

A. Right now, the Weather Savvy web portal is internal-only, since it’s still a pilot project. We want to ensure that we have a solid, data-driven foundation before releasing any information to the public. That said, it has been really exciting to see how the data comes together. I have shared many images during STIC and other state meetings to give people a look at the portal. It is a very cool and innovative project. In fact, NJDOT, NJIT, and our technical partners from Vaisala and EAI won the 2021 “Outstanding Project Award” from the Intelligent Transportation Society of New Jersey (ITS-NJ) for Weather Savvy.

Q. During the previous STIC meeting, the Mobility and Operations team mentioned that you are testing direct streaming from sensors to servers on two of the Weather Savvy vehicles. Can you explain this initiative?

A. For the Weather Savvy project, one of the challenges we’ve faced is ensuring consistent data transmission from the trucks. Since drivers are inside the vehicles managing multiple devices—including laptops and tablets—there are times when the laptops shut off or something else interrupts the data flow. With a fleet of 45 trucks, keeping them all fully operational is a year-round task that keeps us constantly busy.

To address these issues, NJIT developed an API that allows the data to be sent directly to their server, bypassing the middle steps involving the tablet, laptop, and router. At first, they planned to roll this change out across the entire fleet, but I told them to start with a small test—just two trucks—to see how well the direct data transmission works. This change will also only apply to certain vehicles; for example, the IMR trucks will keep their tablets in place.

Q. Can you describe some of the technology used in the Truck Parking Pilot, what NJDOT has implemented so far, and some next steps for the future?

A portable traffic microwave sensor deployed at the entrance of a rest area

A. For the Truck Parking Pilot, we have deployed a range of technologies to better monitor and manage available spaces. First, we use in-pavement magneto-resistive sensors—referred to as “pucks”—manufactured by a company called Sensis Networks. These sensors detect whether a truck is occupying a particular space, and because truck parking spaces are so long, we have installed two pucks per space to ensure accurate detection. In addition to pucks, we installed traffic microwave sensors—one at the entrance and one at the exit of rest areas—to help us count the number of trucks entering and exiting each site.  We also equipped the rest areas with CCTV cameras that provide live video feeds, supplementing the sensor data with visual information.

To transmit the collected data to NJIT servers, we use 4G and LTE modems, along with 4-port switches and Power over Ethernet devices. Each rest area has a dedicated equipment cabinet—installed by NJIT—that houses the pucks, cameras, and data transmission components.

We launched our first pilot site at the Harding rest area in 2021. That site features two microwave traffic sensors at the exit and entrance, nine CCTV cameras, and 44 pucks. In 2023, we expanded to the Deepwater rest area (also known as Carney’s Point), where we installed two traffic microwave sensors, one CCTV camera, and 68 pucks. All of this data feeds into a truck parking portal dashboard developed by NJIT to provide real-time insights. The dashboard displays the number of vehicles entering and exiting each site, average dwell time for trucks, the number of vehicles currently parked, and the occupancy status of individual parking spaces. It also tracks how long each spot has been occupied and provides historical usage statistics, including peak usage times.

The Truck Parking Pilot dashboard at Carney’s Point displaying the occupied parking spaces

A virtual video wall offers live views of each rest area and shows how many trucks are currently parked and how many spaces remain available, based on the combined data sources. This is particularly valuable because truck parking demand is so high in New Jersey that drivers often end up parking at entrances, along curbs, or even perpendicular to marked spaces—creating unsafe conditions and occasionally blocking cameras.

To help address this, we have been working with NJIT to install two portable Dynamic Message Signs (DMS) near the Harding pilot site, located within five miles of the rest area on I-287 and I-78. These signs will display real-time parking availability.

More recently, we started the process of expanding the project to the Knowlton rest area. My team and I, along with NJIT, recently visited the site to begin the process of installing the necessary technologies.

Q. Are there any other projects or innovations that your or your team are working on that you would like to highlight?

A. Right now, we are focusing on expanding the existing projects we already have in place. In addition, we have started exploring virtual RWIS technology, which is still very new to us. It is currently in the early stages of development, so nothing has been substantiated yet.

Q&A: Update on EPIC2 in New Jersey

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In early 2024, we spoke with Jess Mendenhall and Samer Rabie from the New Jersey Department of Transportation (NJDOT) about the Enhancing Performance with Internally Cured Concrete (EPIC2) initiative, part of the Every Day Counts (EDC-7) program. They explained the benefits of internal curing, its methods, and its potential for New Jersey. At that time, NJDOT had identified eight bridges as candidates for a pilot project using internally cured High Performance Concrete (HPC) bridge decks, but had not yet secured approval or funding.

That changed in October 2024 when NJDOT initiated its first pilot project—an internally cured HPC bridge deck on the North Munn Avenue bridge over Route 280 in East Orange. This milestone marks a significant step in advancing the department’s efforts.

Additionally, NJDOT secured a $125,000 STIC Incentive Program grant to support further implementation. The funding will cover the purchase of testing equipment and construction materials, staff training on the new equipment, and third-party lab assistance for concrete sampling and testing during construction. To build on this momentum, NJDOT plans to continue collaborating with concrete suppliers, acquire additional testing equipment, and update High-Performance Internal Curing (HPIC) specifications.

With these developments underway, we’re reconnecting with NJDOT for an update on the department’s ongoing EPIC2 projects and its future plans.

Q. Can you provide a brief description of the EPIC2 Initiative, and how internally curing concrete can benefit construction projects?

The difference between conventional and internal curing

A. The EPIC2 initiative, part of the Federal Highway Administration’s (FHWA) EDC-7 innovations, focuses on Internally Cured Concrete (ICC), a proven yet underutilized technique that significantly enhances concrete durability by addressing shrinkage cracking, especially in mixes with a low water-to-cement ratio. Internal curing involves providing water from within the concrete itself, utilizing pre-wetted lightweight fine aggregates (LWFA) to supply moisture during the curing process. This approach is particularly beneficial for low permeability concrete mixes, where traditional external curing methods are less effective.

ICC offers numerous advantages for construction projects. It reduces the likelihood of shrinkage cracking, both autogenous and plastic, thereby decreasing the need for rehabilitation. Furthermore, it enhances the hydration of cement and the reaction of supplementary cementitious materials (SCMs), resulting in reduced porosity and improved durability. This method also allows for the incorporation of natural and recycled SCMs without compromising performance.

Our Bureau of Research, Innovation, and Information Transfer (BRIIT) is actively investigating internal curing in collaboration with Rutgers University, ensuring that we remain at the forefront of this innovation.

Q. At the December 2024 NJ STIC meeting, the Infrastructure Preservation CIA team mentioned that NJDOT has secured a $125,000 STIC Incentive Program grant for the EPIC2 initiative. How will the grant help NJDOT advance its goals for internally cured concrete?

A. The grant will enable the acquisition of centrifuge apparatuses and auxiliary equipment for the Bureau of Materials and the three construction regions. This equipment will allow NJDOT inspectors to conduct more accurate tests for determining moisture content in pre-wetted lightweight aggregations than our currently used paper towel method, which is crucial for producing high-quality ICC. The grant will also facilitate the training of NJDOT personnel to effectively use the centrifuge apparatus. During the transition period, NJDOT will conduct testing using both the centrifuge and paper towel method, ensuring a smooth adoption as inspectors become proficient with the new equipment.

Additionally, the grant will support the development of specifications, create training opportunities, and enable the preparation of lessons-learned reports during the assessment phase. These efforts will contribute to refining our processes and enhancing the overall quality of our specifications and implementation plan.

Q. Can you go into more detail describing the centrifuge apparatus and how it will provide more accurate measures for determining moisture content?

Centrifuge Apparatus

A. The current test we use, implemented and standardized by the New York State Department of Transportation (NYSDOT), is called the paper towel method ASTM C1761. In this method we take a representative sample of the pre-wetted aggregate, take the initial weight, and lay it out in a pan to extract the surface moisture using industrial-grade paper towels until the paper towels come out dry. Then we take the weight again to determine the surface moisture. Lastly, we oven dry the sample and weigh it again to find the absorbed moisture.

The centrifuge can determine the moisture of an aggregate in a single device by spinning the sample until all the moisture is extracted. Research studies comparing the paper towel method and the centrifuge have found that the centrifuge produces more accurate results with a lower margin of error at a significantly faster rate.

Q. Can you describe the pilot project for an internally cured High Performance Concrete (HPC) bridge deck at North Munn Avenue over Route 280 in East Orange? What steps will be involved in completing the project?

A. Our first pilot project, the superstructure replacement in East Orange, is underway with construction starting in March 2025 and we have several more projects in the pipeline. To ensure a cohesive approach, we started the pilot by organizing a coordination meeting involving the Bridge, Construction, Materials, and Project Management divisions. This meeting served to introduce the concept of internal curing and outline our implementation strategy. Concurrently, we engaged with concrete plants near the project sites and LWFA material suppliers to ensure their readiness. We then circulated draft specifications for internal review, and obtained feedback from NYSDOT, the individual project designers, and the FHWA Resource Center’s EPIC2 team.

A key component of introducing ICC into a pilot project involves incorporating project-specific special provisions. Our pilots use a performance specification similar to our current HPC specification, where the contractor submits a mix design and performs the necessary off-site laboratory testing, such as for compressive strength and durability properties. The contractor is permitted to develop a new ICC mix or convert an existing mix using ASTM C1761 procedures. If the mix meets the specification limitations and verification testing requirements, it will be accepted by NJDOT. The verification and acceptance testing align closely with current HPC specifications, with some exceptions to accommodate the unique aspects of internal curing.

Q. Will the pilot project require specialized training for NJDOT staff or contractors?

A. The production process for High Performance Internally Cured Concrete (HPIC) closely resembles that of conventional High Performance Concrete (HPC), with the key difference being the inclusion of LWFA. This aggregate requires pre-soaking and precise moisture adjustments to achieve optimal performance. Despite these modifications, HPIC mixtures maintain similar concrete properties and offer constructability comparable to HPC.

Workers installing an HPIC overlay

For our pilot projects, conducting a trial batch and test slab is crucial. This phase allows the concrete supplier and contractor to become familiar with the handling of LWFA, as well as the batching and placement of the HPIC mix. The trial batch and test slab are meticulously designed to replicate the conditions and processes of actual slab production.

Most of the work involved in producing HPIC happens at the batch plant, where the adjustments for LWFA take place. As a result, contractors and inspectors casting the deck are unlikely to notice substantial differences from standard HPC procedures.

Q. What key factors are considered when identifying candidate bridges for future projects?

A. We carefully evaluate active Capital Program Management projects to identify suitable candidates. Our selection criteria focus on projects with a limited scope in the Concept Development or Final Design phase, specifically targeting deck and superstructure replacements. We prioritize projects where Final Design Submissions have not yet been prepared and where timelines allow for integrating special provisions. Projects with cast-in-place or conventional decks are considered, while pre-cast decks are excluded to reduce design and constructability risks. We aim to select non-complex or major structures, targeting the implementation of HPIC on 10–15 bridge decks before institutionalization.

Q. In what ways do you think the pilot projects and new STIC funding could affect NJDOT policy going forward?

A. Our goal is to address the cracking we routinely observe in new HPC bridge decks by refining the HPC mix design in our standard specification to include internally cured provisions. If the pilot project is successful, we will collaborate with the Bureau of Materials to determine the next steps for advancing HPIC specifications for NJDOT projects. Ultimately, we aim to enhance the durability of bridge decks and other concrete components in New Jersey by incorporating new HPIC specifications.

As of 2024, only 104 ICC bridge decks are in service in the United States

Q. What do you think are the principal barriers, if any, to the adoption of internally cured concrete on bridge projects as the new standard?

A. Lack of Awareness and Education: Many engineers and decision-makers may not fully understand the benefits and techniques of ICC. This knowledge gap, coupled with concerns about potential impacts on construction schedules and quality, can lead to hesitation in adopting new methods.

Initial Cost Concerns: While ICC can lower long-term costs by improving durability and reducing maintenance, the higher upfront expenses, such as LWFA and the need for additional storage bins at batch plants—may discourage early adoption.

Technical Challenges: Precise moisture control and mix design adjustments can be technically challenging and require specialized training, which could pose a barrier for some organizations transitioning to ICC.

Supply Chain Limitations: The availability of materials like LWFA and the need for pre-soaking facilities may be limited, especially in certain regions.

Economies of Scale and Standardization: As seen with NJDOT’s HPC implementation in the early 2000s, achieving consistent production of specialty concretes is critical for efficiency. If pilot projects succeed, NJDOT plans to standardize ICC mixes for all bridge decks, which will require larger production quantities. This increased demand could drive greater industry investment in materials and production infrastructure, further supporting widespread adoption.

Q. What are the current approaches you are using to address the lack of awareness of the benefits and techniques of ICC?

NJDOT attended a peer exchange event in Albany, NY, on the EPIC2 Initiative.

A. We have engaged in extensive internal discussions with construction material staff, project management, and decision-makers to familiarize them with ICC and FHWA recommendations. We have also coordinated with concrete suppliers through the Utility and Transportation Contactors Association to gauge project feasibility. Additionally, in collaboration with Rutgers, we distributed questionnaires to multiple concrete plants, our consultants, and designers to gather insights and address concerns. Our primary approach has been open communication with all key stakeholders to ensure a well-informed transition to ICC.

Q. What are the current economic benefits of ICC given the barriers you described previously, and how do you expect this to change in the future?

A. Currently, with data from only one project, ICC carries higher initial costs due to factors like contractor-perceived risk and limited material availability. However, we are seeing substantial fine hairline cracking in conventional HPC decks, raising concerns about long-term durability. Addressing these cracks with sealers adds significant costs, and without frequent upkeep, leads to deterioration overtime. While HPC may have lower upfront costs, ICC has the potential to last much longer and require less maintenance, ultimately reducing lifecycle expenses.

Our implementation plan includes using ICC on at least 10 to 15 bridge decks, signaling to batch plants that we are serious about ICC. Once suppliers recognize this increased demand, they can expand production, improving efficiency and cost-effectiveness. This mirrors what happened when HPC was introduced around 25 years ago—initial costs were higher, but as adoption grew, economies of scale helped bring costs down. We anticipate a similar trend with ICC as it becomes more widely implemented.

Q. Are there any other recent developments or lessons related to EPIC2 that you would like to highlight?

Twin bridges that will be studied to compare performance between HPC and HPIC

A. As we are still in the early stages of implementing the EPIC2 initiative, we eagerly anticipate the upcoming deck castings, which will undoubtedly provide valuable lessons and insights. One particularly noteworthy upcoming project involves a pair of twin bridges, where we will use traditional HPC for one bridge deck as a control and HPIC for the other. After the deck placement, both bridges will undergo thorough surveys to assess early-age shrinkage, allowing us to directly compare performance and further refine our approach.

Resources

Extend Service Life of Concrete Bridge Decks with Internal Curing. 2023. https://rip.trb.org/View/2292366

Federal Highway Administration. 2023 Internally Curing Concrete Produces EPIC2 Results. https://www.fhwa.dot.gov/innovation/innovator/issue98/page_01.html

Federal Highway Administration. 2023. Enhancing Performance with Internally Cured Concrete. https://www.fhwa.dot.gov/innovation/everydaycounts/edc_7/docs/EDC-7FactsheetEPIC2.pdf

Federal Highway Administration. (2018, June). Concrete Clips: Internal Curing. https://www.youtube.com/watch?v=b6WREFmacaM

New York State DOT Standard Specifications (2021). Standard Specifications. New York State DOT. https://www.dot.ny.gov/main/business-center/engineering/specifications/busi-e-standards-usc/usc-repository/2021_9_specs_usc_vol2.pdf

National Concrete Pavement Technology Center Internal Curing Resources. (2022). Internal Curing. Iowa State University. https://cptechcenter.org/internal-curing/

Internal Curing. (2020). Oregon State University. https://engineering.oregonstate.edu/CCE/research/asphalt-materials-performance-lab/materials-research-concrete-materials/Internal-Curing

Pacheco, Jose. (2021, October). USDOT Workshop Report, Bureau of Transportation Statistics. Wisconsin Department of Transportation. https://rosap.ntl.bts.gov/view/dot/62607

Q&A: What’s EPIC2 about Internally Cured Concrete? (2024) https://www.njdottechtransfer.net/2024/02/07/internally-cured-concrete-qa-2/

Wang, Xuhao. (2019). Extended Life Concrete Bridge Decks Utilizing Internal Curing to Reduce Cracking. Ohio Department of Transportation. https://rosap.ntl.bts.gov/view/dot/62339

Weiss, Joseph. (2015, July). Internal Curing Technical Brief. Federal Highway Administration. https://www.fhwa.dot.gov/pavement/concrete/pubs/hif16006.pdf

STIC Incentive Program Funds Are Available

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Watch the video to learn more about NJ STIC Incentive Grants.

The Federal Highway Administration (FHWA) offers STIC Incentive Funding, as well as technical assistance, to support the standardization and advancement of innovative practices. The NJ STIC receives $125,000 each year and state and local public agencies in transportation are eligible to apply.

To be eligible, a project or activity must have a statewide impact in fostering a culture for innovation or in standardizing an innovative practice, and must align with FHWA’s Technology Innovation Deployment Program goals.  The NJ STIC will prioritize funding projects and activities that advance innovations such as the Every Day Counts (EDC) innovations that are being promoted by FHWA.  

NJ STIC solicits ideas for funding of proposed innovation projects each federal fiscal year. Selected projects are then submitted to the Federal Highway Administration (FHWA) for approval. The request submittal does not guarantee funding nor award of funding.

The NJDOT Bureau of Research, Innovation and Information Transfer (BRIIT) is ready to answer your questions and assist applicants. For more information on eligibility, proposal requirements, past funded projects, and more, please visit: the New Jersey STIC Incentive Fund Requests webpage.

NJDOT Collaboration on UHPC Overlay TechNote Report from FHWA

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Click on the image to read the report.

At the NJ STIC 2024 3rd Triannual Meeting on December 2024, the Infrastructure Preservation CIA Team announced the publication of an FHWA TechNotes reports, which drew lessons from NJDOT, among other transportation agencies and stakeholders. The report, Experiences from Early Implementation of UHPC Overlays, summarized the experiences of five different entities with their recent installations of UHPC overlays.

FHWA interviewed Samer Rabie and Jess Mendenhall from NJDOT, as well as individuals from the Delaware River & Bay Authority, Federal Lands Highway, the Iowa Department of Transportation, and Buchanan County in Iowa, to discuss the lessons learned and future recommendations from their previous experiences.

According to the report, ultra-high performance concrete (UHPC), part of the sixth round of the Every Day Counts (EDC-6) initiative, offers many qualities beneficial to overlay applications, including very low permeability, good freeze-thaw resistance, good abrasion resistance, high strength and stiffness, and good bond strength. Despite higher initial costs during the construction process, UHPC factors such as superior durability and improved life-cycle cost can also reduce costs over time compared to traditional methods.

UHPC Overlay surface after grinding and grooving.

The implementation of UHPC overlays differs from traditional overlays, requiring additional planning, expertise, and methods, especially for larger projects. The feedback provided by the transportation agencies on UHPC overlays in the FHWA report includes information on project selection, project planning, surface preparation, UHPC mixture design, UHPC mixing, UHPC placement, constructions joints, UHPC finishing, and UHPC removal and repair.

Read the report here.

In addition to the FHWA TechNotes report, NJDOT has previously highlighted UHPC research projects from New Jersey’s Institutes of Higher Education partners, and the agency’s own experiences with implementing UHPC. Some examples include presentations at the annual NJDOT Research Showcase, Q&A interviews with NJDOT’s SMEs focused on the innovation’s implementation, and previous projects with FHWA. Most recently, NJDOT has been a participating funding agency for the Structural Behavior of Ultra High Performance Concrete project, led by FHWA, as part of the Transportation Pooled Fund (TPF) program. To learn more about UHPC research and implementation in New Jersey, read through the resources section below.

Resources:

FHWA. Experiences from Early Implementation of UHPC Overlays. (2025). [Report]

NJDOT’s Involvement with Transportation Pooled Fund Program. (2025). [Article]

Ultra High-Performance Concrete (UHPC) Applications in New Jersey – An Update. (2024). [Article].

Advanced Reinforced Concrete Materials for Transportation Infrastructure. (2023). [Webinar].

Bandelt, M., Adams, M., Wang, H., Najm, H., and Bechtel A., Shirkorshidi, S., Jin, F. (2023). Advanced Reinforced Concrete Materials for Transportation Infrastructure. (2023). [Final Report].

Bandelt, M., Adams, M., Wang, H., Najm, H., and Bechtel A., Shirkorshidi, S., Jin, F. Advanced Reinforced Concrete Materials for Transportation Infrastructure. (2023). [Technical Brief].

Presentation: Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT. (2022).  [STIC Presentation]

Stronger, More Resilient Bridges: Ultra High-Performance Concrete (UHPC) Applications in New Jersey. (2021). [Article]

Ultra-High Performance Concrete for Bridge Preservation and Repair: NJDOT Example Featured. (2021).  [Article]

NJDOT Research Showcase Posters and Presentations

Ghahsareh, F. Life-Cycle Assessment of Ultra-High Performance Concrete (UHPC) Beams Using Advanced Monitoring Technologies. (2024).  [Presentation]. {Video}

Gucunski, N. Evaluation of Performance of Bridge Deck with UHPC and LMC Overlays through Accelerated Structural Testing. (2024). [Presentation]. {Video}

Shirkhorshidi, S., Bandelt, M., Adams, M., and Reif J. Corrosion Performance of Ultra-High Performance Concrete in Uncracked and Cracked Beams. (2022). [Presentation]. {Video}

Meng, W. Design and Performance of Cost-Effective Ultra-High Performance Concrete (UHPC) for Transportation Infrastructure. (2018). [Presentation]

Interview with 2024 Research Showcase “Best Poster Award” Winner

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We had the opportunity to speak with Swathi Malluru, a PhD candidate at Rowan University and recipient of the 2024 NJDOT Research Showcase Best Poster Award. Her research focuses on sustainable pavement rehabilitation, including the Full-Depth Reclamation (FDR) and Cold In-Place Recycling (CIR) processes that were the subject of the performance evaluation recognized with the Best Poster Award. In this interview, Ms. Malluru discusses her journey in transportation engineering, from her background in sustainable materials to her work optimizing stabilizers for FDR and CIR. She hopes that her research can provide economic and environmental benefits and shares how it could shape future NJDOT policies.

Q. Congratulations on receiving the Best Poster Award at the 2024 NJDOT Research Showcase. Could you tell us about your prior educational and research experience, and how you came to be a PhD student at Rowan University?

A. First of all, I would like to thank you for your time. I pursued my master’s in Transportation Engineering from the Indian Institute of Technology. At the university, I learned about pavement materials, specifically pavement rehabilitation techniques and pavement design analysis. Then, I worked on a steel slag aggregates project. In this project, I completely replaced the conventional natural aggregates with steel slag aggregates in hot mix asphalt mixture and evaluated the performance to understand if slag could function as an alternative to the conventional natural aggregates. This motivated me to do further work in sustainability and that’s how my research journey started.

What drew me to Rowan University was the Center for Research and Education in Advanced Transportation Engineering Systems (CREATES), which deals with diverse research projects, and has a lot of facilities for conducting research on pavement materials. CREATES provides facilities where we can conduct our laboratory tests and evaluate the performance of various mixes. In the laboratory, we do everything in controlled conditions that may not exactly simulate field conditions but provide a good opportunity for a researcher to understand the behavior of a particular material and mix under different circumstances. CREATES also facilitates test sections and conducts Accelerated Pavement Testing (APT) using the Heavy Vehicle Simulator (HVS) to evaluate the field performance of the asphalt mixtures.

Q. What sparked your interest in sustainability related to pavement materials and rehabilitation?

A. I come from an industry background. After my master’s, I worked in construction for Larsen & Toubro and later as a highway designer for Jacobs. I worked on the geometric design of Texas Department of Transportation (TxDOT) projects. Based on my experience, I found that, especially in developed countries, roads have mostly been constructed. The future is in widening, rehabilitation, and maintenance of the existing roads. Additionally, we see that transportation is the largest global contributor to carbon emissions. These factors convinced me to focus on researching environmentally friendly and cost-effective pavement materials for sustainable development.

Q. The research in your poster focused on Full Depth Reclamation (FDR) and Cold In-Place Recycling (CIR). Can you describe some of the environmental or economic benefits that these processes provide?

Asphalt Milling Machine.

A. This project was funded by NJDOT Pavement Support Program (PSP) and led by Dr. Ahmed Saidi from CREATES, Rowan University. Cold In Place Recycling and Full Depth Reclamation are two rehabilitation techniques of deteriorated asphalt pavements. In the conventional process, whenever the pavement is highly distressed, we completely remove the materials and lay a new pavement stretch in that particular location. This process utilizes a Hot Mix Asphalt (HMA) mixture that requires asphalt, high mixing temperatures and large amounts of energy consumption, producing emissions. Production of HMA also involves a lot of volatile organic compounds, which can significantly impact the environment.

By replacing the process with a FDR or CIR, we can conserve the materials and reduce emissions. In FDR, the existing pavement is milled up to the unbound soil layers (at a depth up to 14 inches) and then laid into a single layer through pulverization and stabilization with additives. CIR involves reclamation of asphalt layer (at a depth up to 4 inches) and stabilization with additives. In this scenario, we see very little emissions, and it is also very quick. In our few trial stretches, which included some NJDOT projects, we observed that we could save $10,000 to $50,000 per mile. This is a huge achievement in cost savings and time savings, and is environmentally friendly. These are the benefits we get from implementing FDR and CIR.

Q. For the first two tasks in the research project, you conducted a literature review and a survey of different state DOTs. What did you find through these two tasks, and how did it prepare you for the lab tests?

A. We went through the various guidelines of different state DOTs and other state agencies. From this literature review, we observed that early on, state guidelines mentioned only the usage of cement for the FDR. But some states like Pennsylvania and Illinois started implementing the use of bituminous stabilizers to improve the performance of FDR. Through the state DOT literature review and the survey questionnaire, we learned more about the properties of emulsions and cement, the properties of RAP gradation, the types of cement that we have to select, and also how to cure and compact samples. We learned all these aspects of FDR and CIR from the literature review and the survey questionnaires, and then we tried to incorporate all these elements.

Q. You concluded with the research that 5 percent cement, or 3 percent emulsion, 1 percent cement and 3 percent water worked best for FDR, and 2 percent emulsion, or 1.5 percent foamed bitumen for CIR. How many different combinations did you try and how significantly did these combinations outperform the alternatives?

A. Based on the performance criteria from the literature review, we tried to understand what the optimum dosage should be. We considered three different stabilizer material types for FDR: a section with only cement varying from 4 to 5 percent with a 0.5 increment; a mix consisting of emulsion varying from 3 to 5 percent; and foamed bitumen varying from 3 to 5 percent. We decided to utilize these dosages based on the literature review. From the laboratory test, we observed that the 3 percent emulsion gave less rut depth and better fatigue performance compared to alternatives. Similarly, when we added 5 percent cement or 3 percent emulsion, we found it gave an equal performance.

Q. Did you experience any challenges during the lab tests?

A. Based on what we learned in the literature review, we were able to match the results and confirm it. Emulsions, and the inclusion of bituminous additives, can improve the performance of these mixtures. The challenges were during the mixing and compaction, but we managed to rectify those challenges over time.

Q. What additional research do you think should be conducted based on your findings from this project?

A. We have to conduct further work on the impact and performance of FDR and CIR and also evaluate any other alternatives that can be used as stabilizers. Currently, we are proposing FDR and CIR guidelines for minor roads, but maybe, if we try to improve and enhance its performance, we can extend it to the interstate highways and roads of higher priority. That is a major area for future research.

Q. What kind of impact do you hope this research will have on NJDOT construction and design policy moving forward?

A. I hope it helps NJDOT optimize cost savings, reduce labor, and construction time and, especially, aid in NJDOT becoming more environmentally friendly. This will help reduce emissions compared to using the conventional overlay method and help NJDOT achieve its sustainability goals.

Q. Moving toward your personal research, is there any kind of research that you specifically want to focus on going forward, or would it be something similar to this as you progress through your doctoral path?

A. After this, I want to try to conduct a test trial to evaluate the performance of FDR and conduct a life cycle assessment. And try to test the impact of low temperatures on the performance of FDR. Will there be a low temperature cracking effect from freezing? I would also like to work on developing design guidelines for the implementation of FDR and CIR throughout NJDOT.

Q. What are your career goals and aspirations for after you complete your PhD?

A. After my PhD, I would like to work in the industry, so I can implement my research and work to find solutions for major problems.

Interview with 2024 Research Showcase “Outstanding University Student in Transportation Research Award” Winner

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Traffic safety and mobility, two critical areas in transportation engineering, both require the collection and analysis of large data sets to produce proactive and comprehensive solutions. Transportation engineers have started to increasingly focus on using innovative technologies to efficiently and effectively process this data.

We had the opportunity to speak with Dr. Deep Patel, a former Ph.D. candidate and research fellow at Rowan University, whose work is at the forefront of this mission. Recently, Patel received the NJDOT Outstanding University Student Research Award for his contributions to transportation research. In this interview, Patel shares insights from his research journey, including his work on the Real-Time Traffic Signal Performance Measurement Study and the development and implementation of machine learning tools to predict high-risk intersections. His dedication to improving traffic operations and safety, along with his new industry role as a Traffic Safety and Mobility Specialist, highlights the significant impact of combining academic research with practical industry applications.

Q. Could you tell us about your educational and research experience and how you became a PhD candidate and research fellow at Rowan University?

A. First of all, thank you for your time and for considering me for the opportunity to be interviewed about my recent NJDOT award. I would also like to thank the NJDOT review committee members and my Ph.D. advisor Dr. Mohammad Jalayer, who supported me in receiving this award.

I started my master’s study in 2018 as a civil engineering student without a research focus. Then, during my first semester, I took a course called Transportation Engineering with Dr. Mohammad Jalayer. When he sought traffic counting assistance for a traffic analysis project, I eagerly joined him, becoming his first research student.

Deep Patel conducting roadside research. Courtesy of Deep Patel.

Through that experience, I started thinking about what could streamline the traffic counting process and the various uses for the data we collected. I went on to work on several research projects with Dr. Jalayer, both funded and non-funded, where we had frequent discussions, and I would present my ideas to him. Eventually, he asked me to join him as a researcher and to continue my master’s work with a research focus, which I did for two years. When he suggested I continue my studies to earn a Ph.D., I was initially surprised, but I decided to go for it since I had a lot of ideas for future research projects.

At the end of my master’s study, I began Phase One work for a Real-Time Traffic System Performance Measure Study led by Dr. Peter Jin, Dr. Thomas Brennan, and Dr. Jalayer. This project connected me with a team from Rutgers, TCNJ, and a few professionals from NJDOT and other industry folks. I represented Rowan’s end for this project, where our focus was on understanding the safety aspects including safety parameters and performance and how we could assist NJDOT transform this new technology to help save lives. For the first phase of the project, we worked on understanding the traffic signal system performance measures, and what had been adopted by other DOTs. My experience on this project drove me to pursue more research and to expand my knowledge in traffic safety.

Q. You worked on Phase One through Three of this Real-Time Traffic Signal Performance Measurement Study. What part of this project interested you the most?

A. My main takeaway from this project focused on learning more about how the transportation industry looks towards the research outputs and outcomes from the university teams. It is very interesting to understand how university-based research is being adapted for industry acceptance. Additionally, I learned what problem-solving features the industry looks for from the research component.

From a technical aspect, I learned how New Jersey signals can be enhanced and how we can optimize the performance of these signals and achieve cost savings. Let’s say you have a scenario where there is no vehicle at an intersection; how can we provide recommendations to change the signal to a red light and give the other side of the intersection a green light? So, we gathered several components in terms of mobility, safety, and economic parameters from the study that can help enhance our traffic signals in New Jersey, sharing this information with the NJDOT team.

Figure 1: An Example real-time performance monitoring on County Road 541 and Irwick Road, Burlington County, NJ
Example of real-time performance monitoring on County Road 541 and Irwick Road, Burlington County, NJ

Q. How did you see your role on the research project develop as you moved from the earlier phases to the latest phase?

A. In the first phase, we completed a comprehensive literature review to understand what is happening across the nation, which systems are being adapted, what are the best systems for providing traffic signal safety performance measures, and what are the kind of performance measures that can be adapted in an industry setting. In Phase Two, the team focused on developing mechanisms and performance measures aligned with NJDOT’s existing data, including deploying the Automated Traffic Signal Performance Measures (ATSPM) system to enhance traffic signal monitoring and optimization. To guide these efforts, an adaptability checklist was created to benchmark practices from other states and identify strategies that could be adapted to benefit NJDOT’s operations. Building on this foundation, Phase Three advanced to the demonstration and application of dashboards and performance measures, providing actionable recommendations to NJDOT on enhancing mobility and safety across various regions and corridors. These efforts aimed to save time and lives, while the integration of connected vehicle (CV) technologies remains a key focus for future work, ensuring NJDOT’s leadership in traffic management innovation.

Q. What were the specific corridors that you worked on?

A. We started with seven/eight intersections on U.S. 1. Then, we explored the whole corridor of U.S. 1 as part of Phase Three, and we also brought in Route 18, Route 130, and other intersections during this phase.

Q. Did you discover any particular surprising or noteworthy findings from this research?

A. This was a long project, extending from 2019-2024. As a result, each year we discovered new findings, and new components were often added to the project. For example, we added a CV systems component as part of the Phase Two and Phase Three projects to start planning for the future and understand what kind of data could be received and sent from CV technologies. The main benefit from this project is that it not only established current problem-solving measures but also looked into the future, helping to better understand what’s coming and how we can best face anticipated challenges that we need to start integrating at this moment. I find the combination of the present and future integration of systems and technologies interesting and important from the findings.

Q. What kind of impact do you think you and your research will have on NJDOT traffic operations and traffic safety, especially with your role now working in the industry?

A. With my previous experience as part of a university-led research team and now as a Traffic Safety and Specialist in the private sector, I am better positioned to facilitate the efficient and effective implementation of research findings.  A key factor enabling this transition is that Kelly McVeigh, who supervised the original research project, also oversees the current work that our firm is doing for NJDOT. Being on the industry side allows me to introduce and operationalize new ideas more rapidly, compared to the academic research side. This streamlined approach ensures that innovative performance measures can be deployed more quickly, and even a small modification has the potential to save lives, underscoring the value of this work.

Q. Moving to a different topic, your research frequently incorporates Machine Learning (ML) and Artificial Intelligence (AI) aspects. In your experience, what benefits does AI contribute to transportation research?

A. Over the past few years, AI and ML have undergone drastic modifications and growing levels of industry acceptance. Additionally, in research outcomes, AI and ML have played a key role in enhancing and providing new methodologies and new ways of problem-solving. As an engineer, the first thing we have to do is understand how we can solve an existing problem, and how fast, effectively, and efficiently we can do it.

Transportation is now highly reliant on big data and intensive analysis, so AI and ML back up the processing of this data, coming up with meaningful outcomes and enhancing solution measures much quickly than previous methods. In 2012 or 2013, a standard engineer would need to sit down to do a traffic study and go through manual counting, then process the data, then come up with solutions, which takes much longer to solve a problem. The problem may even change during the months-long process of developing a solution.

In traffic safety, we cannot wait for the four to five months it could take to solve a problem due to the pressing safety implications of doing so. Thus, we must start implementing countermeasures swiftly, and AI and ML components help us to quickly process data with more effective and efficient results.

During my early days as a student researcher, I would stand on the roadside, manually counting the vehicles and pedestrians to collect data for traffic studies. However. during my doctoral research, I developed my AI-driven tools that utilize advanced video systems for detection and analysis. This proactive approach enables the identification of intersections prone to high-crash scenarios well before crashes occur, allowing for timely interventions. By integrating AI and ML, my research introduced innovative methodologies for crash prediction and prevention, showcasing the feasibility of data-driven solutions to enhance roadway safety.

There is a certain chaos in human beings’ lives and surroundings that requires transportation to be a multidisciplinary field, which includes human-focused aspects. For some parts, AI is definitely required, but with other parts, we need to go through different approaches.

Q. Do you think that because of AI’s data collection and analysis possibilities, almost all engineers in the near future will need to start incorporating AI into their research?

A. It really depends. For our part of traffic engineering, very specifically, I would say yes, it would be one of the major requirements that an engineer would need to adopt. But if I was a traffic engineer working on policy or equity measures there might be some concerns related to data sharing or data privacy issues that might restrict them.

It depends on what side you are focusing on. When it comes to data collection, I would say AI incorporation is a must to collect and process data faster and more efficiently. But in terms of developing policies, rules, or statutes, there are certain psychological aspects that need to be in the thought process. Knowing human concerns and people’s approaches requires an emotional touch, which AI still lacks.

Transportation is a field connected with multiple disciplines; it touches on people’s emotions. For example, on a day when traffic does not work well when you’re returning home, you can get frustrated, and that frustration can end up in a fatal crash. There is a certain chaos in human beings’ lives and surroundings that requires transportation to be a multidisciplinary field, which includes human-focused aspects. For some parts, AI is definitely required, but with other parts, we need to go through different approaches.

Q. Congratulations on your recently approved dissertation. Could you give us some quick highlights of the research methods that went into producing your dissertation, “A Comprehensive ML and AI Framework for Intersection Safety”? What are the most important takeaways from your dissertation?

Deep Patel presenting his poster at the 2022 NJDOT Research Showcase Poster Session. Click image for PDF of the poster.

A. New Jersey is home to some of the most dangerous intersections in the United States, with four intersections ranked among the top 15 most dangerous, including the 1st, 2nd, and 3rd positions. Since 2019, there has been a trend of steadily increasing intersection-related crashes and correlated crashes within intersection boundaries. This prompted me to ask, “Why do we need to wait for crashes to happen to address the problem?”

To tackle this issue, I developed a proactive approach inspired by my work on the NJDOT research project. The approach focuses on analyzing near-miss incidents and traffic violations, using the concept of surrogate safety measures to identify potential risks before crashes occur. Surrogate safety measures help us detect near-miss events and violations, offering a predictive understanding of high-risk scenarios at intersections.

Using AI and ML, we developed tools that analyze vehicle and pedestrian trajectories in detail. These tools detect and classify conflicts, such as left-turn conflicts or yielding conflicts, enabling us to predict potential crash scenarios based on behavioral patterns at intersections. This proactive analysis allows us to recommend design changes and interventions before crashes occur.

Then, we explored the noncompliance component in a certain area, like red light violations or jaywalking. For instance, our analysis revealed that one in every four pedestrians does not use crosswalks. By integrating historical crash data, proactive trajectory analysis, and noncompliance trends, we developed a tool that ranks intersections based on multiple criteria. These include potential high-crash scenarios, contributing factors, and the economic impact of injury severity at specific locations.

Determining Key Factors Linked to Injury Severity in Intersection-Related Crashes in NJ. Deep Patel, Rowan University (2023 Research Showcase). Click image for slides.

Additionally, the research explored how emerging technologies, such as connected and autonomous vehicles, could be adapted to enhance intersection safety. By conducting trajectory analyses, we assessed how data from these technologies could inform future safety measures and interventions.

Overall, my research focused on identifying key factors within intersection boundaries to reduce crashes, improve mobility, and do so in a cost-effective manner. This comprehensive approach combines proactive analysis, advanced technologies, and human behavior insights to deliver practical and impactful solutions for roadway safety.

Q. So this tool seems to be one of the most important takeaways. Is the tool ready for NJDOT use to identify potential high crash risk intersections? Is that the main intent of the tool?

A. Yes, exactly. The tool is ready but not yet publicly available. We tested it on several intersections. It is currently a proprietary tool of my professor and myself at Rowan University. Anyone interested in using the tool can connect with us, but it is not yet publicly available and certain permissions are required.

Q. Is NJDOT using it or can they use it?

A. No, the department is not using it because this was part of my recent defense. They are aware of the tool’s capabilities because it was part of an innovative showcase. The tool’s documentation has been published through the University Transportation Center (UTC). Hopefully, in the near future, it could be applied by NJDOT.

Q. Looking ahead, you have your new position in an industry role. Would you like to continue with this sort of focus on transportation research, or are you anticipating a different career direction?

A. With my new position as a Traffic Safety and Mobility Specialist, I will be focused on transportation research, conducting high-quality industry research where I would help develop safety and mobility performance measures on certain corridors designed to move traffic more effectively and enhance safety on the roadways. My work will also include industry deployment and understanding the agencies’ concerns regarding the challenges they face.

Looking ahead, I see my career direction as a blend of research and practical implementation, ensuring that innovative solutions are not just developed but also applied to make a real-world impact. Ultimately, if my work can contribute to saving even a single life, I will consider it a meaningful and worthwhile achievement.

Resources

Jin, P. J., Zhang, T., Brennan Jr, T. M., & Jalayer, M. (2019). Real-Time Signal Performance Measurement (RT-SPM) (No. FHWA NJ-2019-002).  Retrieved at: https://www.njdottechtransfer.net/wp-content/uploads/2020/01/FHWA-NJ-2019-002.pdf

Jin, P. J., Zhang, T., Brennan Jr, T. M., & Jalayer, M. (2019). Real-Time Signal Performance Measurement Phase II. Retrieved at:  https://www.njdottechtransfer.net/wp-content/uploads/2022/08/FHWA-NJ-2022-002-Volume-I-.pdf

Patel, D., P. Hosseini, and M. Jalayer. (2024). A framework for proactive safety evaluation of intersection using surrogate safety measures and non-compliance behavior. Accident Analysis & Prevention, Vol. 192. https://trid.trb.org/View/2242428

Patel, D. (2024). “A Comprehensive ML and AI Framework for Intersection Safety: Assessing Contributing Factors, Surrogate Safety Measures, Non-Compliance Behaviors, and Cost-Inclusive Methodology.” Theses and Dissertations. 3305. https://rdw.rowan.edu/etd/3305

For more information about the 26th annual NJDOT Research Showcase, visit: Recap: 26th Annual NJDOT Research Showcase

Wildlife Corridors and Crossings in NJ’s Road Network: A Conversation with NJDEP & NJDOT

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Wildlife crossings help to bridge greenspaces divided by roads, streets, and highways through the creation of safe alternative pathways for wildlife. For the past forty years, wildlife crossings have been a part of New Jersey’s transportation network. The state’s first known crossing, a terrestrial overpass, was created during construction of Interstate 78. Since that time, the number of wildlife crossings has increased, and continues to do so with the support of the New Jersey Department of Transportation (NJDOT) and the New Jersey Department of Environmental Protection (NJDEP).

With myriad benefits for both nature and humans, wildlife crossings establish essential connections within a sustainable, resilient, and safe ground transportation network. To learn more about NJDOT and NJDEP’s effort to increase and improve wildlife crossings in New Jersey, we spoke with several staff members during a group interview.

From NJDOT:

  • Domenica Mousa, Environmental Specialist, North Environmental Team, Office of Landscape Architecture and Environmental Solutions
  • Rachel Dekovitch, Supervisor, North Environmental Team, Office of Landscape Architecture and Environmental Solutions 
  • Amber Cheney, Section Chief, North Environmental Teams, Office of Landscape Architecture and Environmental Solutions

From NJDEP Fish and Wildlife, Endangered & Nongame Species Program:

  • Gretchen Fowles, GIS specialist and wildlife biologist, , Co-lead of Connecting Habitat Across New Jersey (CHANJ)
  • Brian Zarate, wildlife biologist, CHANJ Co-lead
  • Mackenzie Hall, wildlife biologist, CHANJ Co-lead

The following Q&A is a summary of the conversation which has been condensed and edited for clarity.

Q.  It is estimated that there are over one million annual wildlife vehicle collisions nationwide involving large wildlife. The need for, and related benefits from, wildlife crossings vary but can include benefits to both human safety and wildlife survival, as well as cost savings. What other potential benefits come to mind when you think of roadway wildlife crossings?

NJDOT:  New Jersey is a densely populated state with an intricate network of roadways, often cutting between greenspaces. These greenspaces, including forests, fields and streams are home to a variety of species, many of which travel and explore. Unfortunately, these two realities cause a significant amount of traffic collisions; the most serious of which are caused by deer. These collisions can be very unsafe for drivers, passengers, and wildlife. Fortunately, wildlife crossings can be implemented to keep fauna away from the roadway. The result? Safer drivers, passengers, and wildlife.

A figure from the CHANJ Guidance Document (page 64) that illustrates key design elements of effective wildlife crossings.

NJDEP:  From the Department of Environmental Protection’s perspective, wildlife crossings provide important environmental benefits in addition to reducing wildlife fatalities. The division of greenspaces by roads and highways is considered habitat fragmentation. Habitat fragmentation worsens the conditions of endangered species, affects ecosystem function, and reduces the ecosystem’s resiliency. In short, it keeps species from moving, mating, and finding food. The implementation of wildlife crossings helps to reduce habitat fragmentation and improve connectivity. Often this improved connectivity creates healthy ecosystems where populations can behave and survive naturally and move about as they wish. Connectivity also contributes to the maintenance or restoration of ecosystem function and ensures rare species have a chance to recover. Even non-rare species can help maintain their health and population with improved connectivity. The NJDEP team wants to build all these redundancies into the ecosystem to allow the more imperiled species to have opportunity to recover, while also maintaining populations of existing species that are seemingly doing well.

Q. Many New Jersey highways and roadways fragment wildlife habitats and challenge migratory paths. With one of the densest road networks in the country, how does your department address concerns of biodiversity and habitat connectivity within the context of road and bridge development?

NJDOT: Each bridge or road project goes through an environmental review to identify any environmental issues or constraints within that project area. As a part of the analysis, we screen for federally and state-listed threatened or endangered species. If such species are found, restrictions or guidelines are specified. For example, if the proposed area has birds that are listed under the Migratory Bird Treaty Act, or has endangered or threatened bats, we put a time restriction on when tree clearing may take place. These efforts help to preserve the habitat by limiting tree cutting to periods when animals are less present, typically from November 16h to March 31st.  

The NJDOT Office of Landscape Architecture (OLA) started a Pollinator Program in 2020 to help promote biodiverse connectivity throughout the State along our appropriate right of way while considering alternate mowing opportunities. Our Capital Program projects seek to enhance the native species of the specific location, and we use our Pollinator Program to supplement and create more locations. Each year OLA applies for funding through State funds for these plantings. Many times, these locations are chosen based on the best management practices (BMP) of the Maintenance yards that reach out to us for consideration of locations. These created sites help offset and maintain assurances of our Department’s compliance with the Endangered Species Act. 

NJDOT is increasing the number of pollinator habitats along roadways. Recognized benefits include more pollinators (bees, birds, butterflies, etc.), roadside beautification, increased carbon intake, less mowing and herbicide maintenance, and soil erosion prevention. Source: NJDOT.

In 2023 we became more proactive in establishing habitat for the Monarch Butterfly and created the 100,000 Milkweed Initiative.  With the funding set aside for pollinators we planted over 100,000 of 3 types of Milkweed species throughout the State.  To date we have created over 11 Acres of Milkweed Specific habitat and over 40 Acres of additional Pollinator and reduced mowing areas through the Pollinator Program.  NJDOT Lands are significant in creating a linear and ideal habitat for Pollinator activities which is also why we address Pollinator Habitat through Capital Program Projects.

Q. In a recent “Lunch and Learn” presentation, it was noted that changes to the NJ Flood Hazard Control Act Regulations require that NJDOT evaluate new and existing bridges, culverts, or roadways for fragmentation of habitat for threatened and endangered and/or any species of special concern and provide a wildlife species passage if a project is determined to cause fragmentation of habitat. How has this requirement affected your work program? Has this change heightened interest in wildlife connectivity?

NJDEP: The NJDEP Flood Hazard Area Act regulation has led to a significant increase in the number of permitted and implemented terrestrial wildlife crossings. It has also fostered more projects and collaborations across NJDOT, other NJDEP divisions, as well as with counties and municipalities, and non-profit organizations.

However, the regulation can sometimes create challenges. For example, while habitat fragmentation might be occurring, the feasibility of installing a wildlife crossing might be difficult because of other infrastructure in the area or the stream’s hydrology. In such cases, NJDEP and NJDOT work together to determine the best course of action.

Q. As noted, this topic is of interest nationwide. The FHWA Wildlife Crossing Pilot Program (WCPP) has $350 million in federal aid funding available through 2026 for state DOTs and others. FHWA plans to release the next NOFO shortly. Has NJDOT considered pursuing one of these grants for a construction or non-construction wildlife corridor project?

NJDOT has pursued this competitive grant, unsuccessfully. The FHWA grant focuses on human and driver safety and projects where large mammal collisions are occurring, making projects for smaller wildlife species, less likely to be awarded a grant, and most of our projects focus on smaller animals. Losing smaller animals poses a risk to the health of the ecosystem, and future justifications will consider this.

The Wildlife Crossings Pilot Program grant is just one of many options within the Bipartisan Infrastructure Law, which offers historic support to tackle habitat fragmentation and wildlife mortality. Other opportunities within the law may be more helpful to pursue, such as eligible formula allocations, rather than competitive grants. That said, NJDEP Fish and Wildlife successfully applied for a Transportation Alternatives Program grant that is resulting in the construction of an amphibian crossing in northern New Jersey, but it took ten years of work to get to this stage. The crossing has not yet been constructed but anticipated in the next year or so.

Q. Can you tell us a little bit about the North Atlantic Aquatic Connectivity Collaborative?  How does NJDOT participate with NAAAC?

We are participating with the North Atlantic Aquatic Connectivity Collaborative (NAAAC) program to survey current culverts and bridges and evaluate possible wildlife passages. Once surveyed, this information becomes available on the Connecting Habitat Across New Jersey (CHANJ) online mapping tools and via online or downloadable GIS services. The use of these maps can help to identify when there is an existing barrier for terrestrial or aquatic species. We also use other GIS layers, such as the NJDEP Landscape Project and CHANJ, that is also included on the map to determine if there are any terrestrial species of concern and suitable habitat on either side of the culvert/bridge or in the area. For each project that requires an NJDEP Flood Hazard Area permit and involves a bridge or a culvert, we use this map to write up a brief analysis, which we then send to NJDEP.

CHANJ Web Viewer is used to determine habitat fragmentation. Source: NJDEP

Q. According to research, the evaluation and development of road crossing projects are mostly being led by several organizations including the NJ Department of Environmental Protection, North Atlantic Aquatic Connectivity Network, and other localized, environmentally-focused organizations. What role does NJDOT have with these organizations and projects?

NJDOT works with NJDEP to prioritize and list culvert and/or bridge sites that need to be surveyed for NAACC. This year, NJDOT employees will join in the analysis, conducting site surveys to enhance the online dataset for future projects that may require crossings. By collaborating with NJDEP Fish and Wildlife and various watershed groups across the state, NJDOT and its NAACC partners have assessed about 700 culverts so far. Each has been mapped on the CHANJ web tool, which identifies wildlife habitats, cores, and the corridors that connect them.

NJDEP and NJDOT use the CHANJ mapping tool and NAACC generated layers to understand connectivity for both land use and transportation projects, including NJDOT projects.

“By collaborating with NJDEP Fish and Wildlife and various watershed groups across the state, NJDOT and its NAACC partners have assessed about 700 culverts so far.”

Regulatory officials evaluate the map when assessing Flood Hazard Area permits. The map also helps provide a general sense of connectivity within the state, aiding in targeting areas for road improvements, land acquisition, and habitat restoration. These actions are crucial for creating a functionally connected network of land. The CHANJ mapping of habitat cores and corridors, along with all NAACC culvert data, help prioritize sites.

NAACC culvert analysis is often conducted by trained watershed groups and NJDEP Fish and Wildlife seasonal employees. Montclair State University serves as the state lead and coordinator, offering training for interested parties. Free training and resources are also available online from the University of Massachusetts.

The NAACC collaboration spans 13 states in the Northeast region. The NJ NAACC map allows users to select squares on the map (which indicate a culvert) in order to access the regional database. Once the user is redirected to the regional database, they are able to access the corresponding pictures of the culvert, if it has been surveyed, as well as the culvert’s dimensions. This innovation helps users understand what lies under specific road stretches simply by the click of a mouse.

Q.  The Connectivity Habitat Across New Jersey (CHANJ) interactive mapping tool catalogues current and completed projects, the passability of road culverts for aquatic and terrestrial species and other details. This map is partly a product of the NAACC 13 state map that aims to compile wildlife connectivity information into one database, and relies on culvert assessments using the NAACC culvert inventory. The map does not include information about roadkill or auto collisions with wildlife, which limits the basis on which a project could be installed. Are there plans or current processes to collect data on wildlife collisions and roadkill? 

Screenshot of CHANJ Web Viewer. Source: NJDEP

NJDOT maintains crash records based on police reports that may refer to wildlife collision. However, NJDOT does not currently collect any data regarding roadkill.  NJDEP Fish and Wildlife collects roadkill location data, but only for select species like bobcats, bears, coyotes, otters, and beavers. Those data are combined into a roadkill dataset.  For some species, like the state listed bobcat, biologists collect the carcass, and sample it to glean as much information as possible that contributes to their understanding of the health of the population.

Q. Maine Audubon worked with Maine DOT and UC Davis Road Ecology Center to build a crowdsourcing tool that drivers could use to report the location of roadkill. Is NJDOT currently using any type of crowdsourcing in this way? Are there plans to record more information about roadkill and collisions? 

The new NJ Wildlife Tracker tool expands NJDEP’s data by collecting resident reports of rare species sightings and observations. For instance, someone can report seeing a turtle by a stream using this mobile-friendly web application. Reporting is also open to all species, rare or not, that are on roads. This tool aims to increase awareness of roadkill, and to help identify roadkill ‘hot spots.’ 

CHANJ Web Viewer can be accessed on smart phones, a convenient application for those working in the field. Source: NJDEP

The NJ Wildlife Tracker and NJ Fish and Wildlife data mining help identify road mortality hotspots. Between the two we currently have around 7,000 roadkill records in our database.  We are developing a standardized roadkill collection tool, where individuals monitor important road segments bisecting habitat cores and corridors identified by the CHANJ map and report wildlife sightings. Regular commuters can report on specific road segments, providing detailed data for rigorous hotspot studies.

This data is useful for pursuing grants or projects. For example, the upcoming Waterloo Road Amphibian Crossing Project in Byram Township, Sussex County, was justified by years of collected data.

Beyond data collection, we use other tools to interpret and analyze findings. Animal data points require careful interpretation due to their constant movement. One key tool is the NJDEP Landscape Project mapping, which uses wildlife observation location data to infer valuable habitats.

However, there are concerns about crowdsourcing and public data access, particularly regarding the illegal wildlife trade. Detailed mapping tools can be exploited by poachers. At this time, this information is only accessible by NJDEP.

Q. Are there any technologies that have been useful in designing and modifying infrastructure to better suit wildlife? 

Sometimes simple modifications to infrastructure can ensure effective wildlife crossings. For instance, adding a ledge to a culvert can allow animals who avoid water to cross. Bobcats are one species that benefit from this inclusion. The ledge is ideally a natural stream bank within the bridge or culvert, but can also be constructed of concrete or gravel, and  can be tailored to the species present and their needs. All design modifications require hydrology and hydraulics analysis to determine if the modification is feasible.

Through CHANJ, there are two main tools: a map and a guidance document. The guidance document includes best management practices for designing wildlife passages across different taxa. While not high-tech, these practices significantly improve the effectiveness of crossings.

Q.  The NJ Pilot Road/Stream Crossing Assessment focuses on culverts to improve connectivity for aquatic wildlife; however, NJ is also home to terrestrial wildlife that require special crossings. How do you approach this divide in your work, and what are some ways that transportation agencies can design passages that are suitable for both terrestrial and aquatic wildlife? 

Designing wildlife crossings can be complex, especially when dealing with driveways and land use constraints. Studies have shown that incorporating effective fencing is crucial for directing animals towards crossings and preventing wildlife from accessing the roadway. Innovative designs include using flexible recycled plastic fencing directly attached to structures, which helps prevent animals from breaching gaps. Some designs feature a protective lip to deter animals from climbing over.

Advancements in monitoring technology, such as infrared cameras, are proving invaluable. NJDOT is initiating a project to monitor several highway underpasses not originally designed for wildlife but identified as potential crossings. Infrared motion detection captures warm-blooded animals, while specialized setups capture cold-blooded animals. These technologies provide crucial data on wildlife usage of these crossings.

Resources

  • Connecting Habitat Across New Jersey (CHANJ). (u.d.). NJDEP Fish & Wildlife. [Website]. Guidance Document and Mapping Web Viewer Tool. Accessed here.
  • Connecting Habitat Across New Jersey (CHANJ). (u.d.). NJDEP Fish & Wildlife. NJ Wildlife Tracker Public Survey. Report sightings of (1) Rare Species and (2) Wildlife on Roads/Roadkill. [Tool]. Accessed here.
  • Crowdsourcing for Wildlife Road. (2019). Maine Audobon. [Presentation]. FHWA Local Aid Support Exchange Webinar. Retrieved here.
  • Flood Hazard Areas. (u.d.). NJ Department of Environmental Protection. [Website]. Accessed here.
  • Fowles, G., Zarate, B., and Hall, M. (2023). Connecting Habitat Across New Jersey (CHANJ) Assessments. Final Report for September 1, 2017–August 31, 2022. Project Number: W-78-R-1. 1. NJDEP Fish & Wildlife. Retrieved here.
  • North Atlantic Aquatic Connectivity Collaboration (NAACC). (u.d.). [Presentation]. NJDOT Lunch and Learn. Retrieved here.
  • North Atlantic Aquatic Connectivity Collaboration (NAACC). (u.d.). [Website]. Retrieved here.
  • North Atlantic Aquatic Connectivity Collaboration (NAACC). (2019). Culvert Condition Assessment Manual. [Report]. Prepared in association with UMASS-Amherst Engineering, UMASS-Amherst The Center for Agriculture, Food and the Environment and The Nature Conservancy. Retrieved here.
  • Wildlife Crossings Program. (u.d.). [Website]. Federal Highway Administration. Retrieved here.
  • Weber-Leaf, Pamela. “New Jersey’s Animal Crossings Protect Our Wildlife from Dangerous Traffic”. (October 9, 2024). New Jersey Monthly. [Article]. Retrieved here.

Innovative Solutions for Enhanced Road Durability: NJDOT’s Use of High-Performance Thin Overlays Is Recognized

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During Every Day Counts round (EDC-6), FHWA promoted Targeted Overlay Pavement Solutions (TOPS) to state departments of transportation (DOTs) and local agencies as a way to maximize their highway repair investments by improving on conventional overlay methods and including new overlay materials and techniques. Case studies and research presented as part of FHWA’s EDC outreach efforts to states and local agencies included New Jersey DOT’s use of highly modified asphalt (HiMA), among other proven but underutilized overlay options.  

In a recent Innovator Newsletter, FHWA highlighted NJDOT’s use of HiMA to effectively improve the quality and extend the lifespan of roadways.

Overview

NJDOT’s use of HiMA was the subject of a detailed technical case study, one of five such case studies focused on Targeted Overlay Pavement Solutions (TOPS) produced for the FHWA. The case study report, High Performance Thin Overlays (HPTPO), notes that NJDOT has increasingly been using HPTO mixes for preventive maintenance projects statewide.

The case study shares NJDOT’s experience leading a team of design engineers, materials engineers, researchers and asphalt suppliers to devise and evaluate HPTO, a gap-graded mixture using polymer-modified asphalt binder. The case study offers incisive details and lessons learned on specifications, implementation, design, planning, construction, and performance considerations.

The case study explains that NJDOT defines HPTO as a fine-graded polymer-modified asphalt mixture that uses 100 percent high-quality crushed stone with a nominal maximum aggregate size of 3/8 inch. HPTO is designed using a modified Superpave (Superior Performing Asphalt Pavement System) design methodology that places restrictions on the use of reclaimed asphalt pavement and natural sands.

HPTO mixes are typically used in maintenance and pavement preservation applications but can also be used as a leveling course when extended staging times are expected for temporary pavements during construction. HPTO, a durable mixture, is designed for high resistance to rutting and cracking and is often placed at a thickness of 1 inch either on a milled or unmilled surface. HPTO has been used as a maintenance application on high-volume interstate projects and on heavy-duty parking lots. The product is typically performance-tested at design and during construction.

Boot on finished pavement.
HPTO surface upon completion.

NJDOT primarily uses HPTO as a preservation application on pavements in good to fair condition in need of minimal repairs (i.e., repairs account for less than 10 percent of the preservation project). However, HPTO can be combined with other preservation strategies such as microsurfacing, slurry seals, or micro-milling when project conditions warrant its use.

The FHWA case study report on NJDOT’s experience with HPTO offers several references that further detail various asphalt research studies, and analyses undertaken over more than a decade that advanced HPTO as product through testing, evaluation and institutionalization stages at NJDOT.

Lessons and Benefits

NJDOT has was able to increase the number of “good condition” lane miles from 12 percent to 40 percent statewide through prevention maintenance strategies including use of HiMA overlays.

NJDOT adopted a proactive approach to advancing pavement preservation in its asset management toolbox, particularly through HiMA, that has delivered several noteworthy benefits. NJDOT was able to increase the percentage of its network pavements in “good condition” while reducing pavements in “poor condition” through dedicated program funding for preventive maintenance. FHWA noted that NJDOT was able to increase the number of “good condition” lane miles from 12 percent to 40 percent over a decade in part through the contribution of HiMA overlay treatments.

Through research, NJDOT found that the timing of HPTO application is crucial for getting the maximum pavement life extension. HPTO, when applied to an existing pavement in “good condition” can more than double the service life compared to its application to “fair condition” pavement.

Utilizing HPTO, NJDOT has been able to extend pavement life along busy roadways by approximately 10 years and improve ride quality — depending on the pre-existing surface conditions, quality of pre-HPTO repairs, and thickness of the HPTO overlay. HPTO can also reduce noise and improve long-term skid resistance on projects. During construction, HPTO’s application causes relatively minimal traffic disruption as it requires only short duration road closures.

HPTO also offers flexible solutions to NJDOT’s design concerns by adding service life to a pavement without a significant change in profile grade. It can minimize changes to the vertical clearance at overpasses and match the elevation of infrastructures such as guardrails, curbs, and gutters.

Ongoing Efforts to Support Implementation

For the FHWA, EDC-6 outreach activities served as an opportunity to educate transportation agencies and stakeholders about various asphalt and concrete overlay products that demonstrably provide long-life performance under a wide range of traffic, environmental, and existing pavement conditions. The EDC-6 TOPS team sought to build greater awareness and encourage deployment of some 7 distinct asphalt products and 4 distinct concrete products during the EDC-6 Round.

Several application features and benefits of HPTO were described in the video, “Pavement Preservation Treatments at NJDOT.

In its final report for EDC-6, FHWA notes that forty-one States participated in the TOPS EDC-6 initiative, including 26 that were focused on asphalt overlays, 15 that sought to learn more about concrete, and 13 that participated in both. Further, FHWA recognized that EDC-6 was also a catalyst for advancing deployment; 22 States advanced to a new phase in the implementation process from “not implementing” to the development, demonstration, assessment, or institutionalized phases of deployment. In all, 19 States reported that they had institutionalized TOPS products by incorporating at least one overlay type as a standard fix option within the agency’s pavement management program.

While the formal EDC-6 innovation cycle ended in December 2022, FHWA continues to support TOPS implementation through training and technical assistance resources such as the lessons learned from NJDOT’s use of HPTO as well as noteworthy initiatives in several other states. Many resources are available on the TOPS webpage including webinars, articles, case studies, how-to reports, brochures, and one-pagers.

Resources

U.S. Department of Transportation, Federal Highway Administration. “Innovative Solutions for America’s Roads: Targeted Overlay Pavement Solutions (TOPS)”. (October/November 2024). Innovator [Article]. Retrieved from: https://www.fhwa.dot.gov/innovation/innovator/issue103/page_03.html

U.S. Department of Transportation, Federal Highway Administration (u.d.). EDC-6: Targeted Overlay Pavement Solutions (TOPS). [Website]. Retrieved from: https://www.fhwa.dot.gov/pavement/tops/?utm_source=innovator

U.S. Department of Transportation, Federal Highway Administration. (April 2023). EDC-6 Final Report: Innovation for a Nation on the Move. Retrieved from: https://www.fhwa.dot.gov/innovation/everydaycounts/reports/edc6_finalreport.pdf?utm_source=innovator.

Gilliland, Amanda, Mohanraj, Kiran, and Taghavi Ghalesari Abbasali, Ph.D. (March 2022). High-Performance Thin Overlays. [Case Study Report].  FHWA-HIF-22-053. Retrieved from: https://www.fhwa.dot.gov/pavement/tops/pubs/TOPS_HPTO_Case_Study_Report_508.pdf.

Gilliland, Amanda, Mohanraj, Kiran, and Taghavi Ghalesari Abbasali, Ph.D. (April 2022). High-Performance Thin Overlays: How-To Document. [Case Study Report].  FHWA-HIF-22-057. Retrieved from: https://www.fhwa.dot.gov/pavement/tops/pubs/TOPS_HPTO_How_To_Report_508.pdf

NJDOT’s Pavement Support Program – Goals, Deliverables and the Future. (July 2021).  NJDOT Technology Transfer. [Webinar]. Retrieved from: https://www.youtube.com/watch?v=EGhxphN1rOA&t=4057s.

NJDOT Pavement Preservation at NJDOT. (July 2020). NJDOT Technology Transfer. [Video]. https://www.youtube.com/watch?v=n1wlnB8AQ-g.

FHWA Issued Its EDC-7 Progress Report #1

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The Every Day Counts Round 7 Progress Report #1 is now available here.  

Every Day Counts (EDC) is the Federal Highway Administration’s (FHWA’s) program to advance a culture of innovation in the transportation community in partnership with public and private stakeholders. Through this State-based effort, FHWA coordinates rapid deployment of proven strategies and technologies to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and integrate automation.

The Progress Report describes the seven technologies and practices FHWA is promoting in EDC-7 and summarizes the deployment status of each innovation as of April 2024 and each innovation’s goal for adoption by 2025.

More information on the EDC-7 Round Innovations, including the initial Baseline Report can be found here.

NJDOT’s Research Librarian Recognized by the Special Libraries Association with 2024 Innovation Award for Work on the NJDOT Memorial Wall

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The Special Libraries Association (SLA) recently announced that its 2024 Innovation Award recipient was Eric Schwarz, NJDOT’s Research Librarian, for his archival research work on the New Jersey DOT Memorial Wall. The SLA Transportation Community Board unanimously approved the nomination and a plaque, sponsored by National Rural Transit Assistance Program (RTAP), was provided in acknowledgement of the achievement. News of the award winners was announced via the National Transportation Knowledge Network (NTKN) Blog. The award will be officially announced at the SLA Annual Conference in Rhode Island later this month.

NJDOT Research Librarian, Eric Schwarz, with SLATRAN 2024 Innovation Award. Photo: Glenn Catana/NJDOT.

The SLA’s award announcement notes the following:

  • In 2000, the NJDOT erected an Employee Memorial wall with a plaque for each of the 32 employees known to have died under these circumstances. Over the years, four names were added, including those of employees who gave their lives in 2007 and 2010. This brought the pre-2023 total of known names to 36.
  • In early 2023, NJDOT Research Librarian Eric Schwarz found the names of five additional men who had sacrificed their lives, in an employee newspaper called The Highway, published from 1942 to 1950. These names were added to the wall during the NJDOT’s 23rd Annual Remembrance Ceremony and 22nd Anniversary of 9/11, held on September 11, 2023.
  • Using the accounts from The Highway, supplemented by research using the New Jersey State Library’s newspaper databases and draft registration cards from the military records database (Fold3), Eric pieced together the stories of these five men, their deaths, and their lives. He presented stories of these men, and of the archival and digitization work, as the keynote speaker at the NJDOT 2023 Remembrance Ceremony.
  • Then-New Jersey Transportation Commissioner Diane Gutierrez-Scaccetti presented Eric Schwarz with a plaque for his research leading to the addition of five names on the memorial wall.
  • Based on this work, Eric presented a poster at the TRB Annual Meeting on Jan. 8, 2024, “Discoveries in the First Year of New Jersey DOT’s Digitization Project.”  He also presented the project to the Transportation Librarians Roundtable, Special Libraries Association Transportation Community Collection Showcase, and several other venues.
Eric presented “lessons learned” implementing Digitization Project during TRB poster session at Annual Meeting in Washington DC.

Earlier this year, Eric gave a “Lunch and Learn” presentation to NJDOT employees that provided information about NJDOT’s Digitization Project along with the poster presented at the 2024 TRB Annual Meeting,  

More information about the online resources and historical documents that have been compiled with support from about Transportation Research and Connectivity Pooled Fund Study Digitization Project (TPF-5(442)) study were shared during the presentation.

Resources