The 27th Annual New Jersey Department of Transportation (NJDOT) Research Showcase is an opportunity for New Jersey’s transportation community to experience the broad scope of ongoing academic research initiatives and share technology transfer activities being conducted by institutions of higher education (IHE) partners and their associates. It also serves to highlight the benefits of transportation research, including NJDOT’s own program. As part of the event, the annual implementation award and recognition of outstanding university students studying in a transportation-related field will be presented. The agenda will include a general session, topical breakout sessions, and a poster display area. Continental breakfast and buffet lunch will be provided.
This year’s event will be held in-person at Mercer County Community College – The Conference Center at Mercer, in West Windsor, NJ. The event will also be livestreamed for those unable to attend in person. PDH credit will only be provided to in-person attendees. You will be asked to select in-person attendance or virtual attendance when you register. Information on accessing the livestream will be provided in registration reminder emails.
The registration deadline is October 20, 2025.
27th Annual Research Showcase
Wednesday, October 29, 2025 8:30 AM-3:00 PM
Proceedings begin at 9:30 AM
LOCATION
The Conference Center at Mercer 1200 Old Trenton Road West Windsor, NJ 08550
REGISTRATION
Registration deadline is October 20, 2025. Registration is complimentary, but required.
Moderator: David Maruca, Program Development Administrator, Rutgers Center for Advanced Infrastructure and Transportation
Panelists: Anthony Ennas, Senior Director of Statewide Operations, New Jersey Department of Transportation Kelly Hutchinson, Assistant Commissioner of Human Resources, New Jersey Department of Transportation Savita Lachman, Deputy Chief of Human Resources for New Jersey Transit Christen Thomas, Senior Manager, Deloitte Consulting LLP
11:45 AM
Presentation of 2025 Awards
2025 Outstanding University Student in Transportation Research Award 2025 NJDOT Research Implementation Award 2025 Best Poster Award 2025 NJDOT Build a Better Mousetrap Award 2025 NJDOT Research Excellence Award(s) 2025 AASHTO High Value Research Supplemental Award(s)
12:00 PM
Buffet Lunch/Break
1:00 PM
Concurrent breakout sessions
Safety Infrastructure Workforce Development and Knowledge Management Poster Exhibit
3:00 PM
Adjourn
The NJDOT Research Showcase is an event of the New Jersey Department of Transportation’s Bureau of Research, Innovation & Information Transfer and organized by the Rutgers Center for Advanced Infrastructure and Transportation (CAIT).
On August 27, 2025, the FHWA hosted a webinar titled “NJDOT’s Pilot Program for Internally Cured High Performance Concrete for Bridge Decks.” NJDOT Project Manager and Infrastructure Preservation CIA team lead Samer Rabie presented the department’s internally cured concrete (ICC) initiative.
The webinar highlighted NJDOT’s work as a case study for more than 300 participants nationwide, enabling agencies to learn from New Jersey’s experience with ICC and consider applications in their own states. After Mr. Rabie’s presentation, attendees asked questions about the EPIC2 initiative, including advice on how to achieve even water distribution, the expected life span of High Performance Internally Cured Concrete (HPIC) bridge decks, and whether internal curing techniques could be applied to other types of concrete.
Webinar Presentation
Transverse early-age cracking
As part of Round 6 of the Every Day Counts (EDC) initiative, NJDOT began implementing Ultra High Performance Concrete (UHPC) for Bridge Preservation and Repair, with plans to institutionalize its use in the upcoming bridge design manual. UHPC’s low water-cement ratio and high use of supplementary cementitious materials (SCMs) increase durability and extend service life, but also raise the risk of transverse early age cracking. This cracking results from autogenous shrinkage, when the cement consumes too much internal water, creating capillary stresses.
Cracks in UHPC bridge decks require costly, time-intensive sealing that must be reapplied every five to ten years, significantly increasing life-cycle costs. To address this issue, FHWA launched the Enhancing Performance with Internally Cured Concrete (EPIC2) initiative under EDC-7. Internal curing uses pre-wetted lightweight fine aggregate (LWFA) to supply additional moisture, improving water distribution and offsetting capillary stresses during the curing process. More than 30 years of studies show that internal curing enhances durability, lowers costs, and reduces waste.
Over 180 EPIC2 Bridge Decks are in service according to FHWA
To date, more than 15 states have deployed internal curing on over 180 bridge decks. NYSDOT, an early adopter of HPIC, reported a 70 percent reduction in early-age cracking with no added cost compared to conventional HPC or UHPC decks. NYSDOT has since mandated internal curing for all continuous bridges and bridge decks statewide. In May 2024, Mr. Rabie participated in a New York State peer exchange on the EPIC2 initiative in Albany.
NJDOT launched its HPIC implementation plan by reviewing existing research, assessing resources and mix plants, and conducting extensive coordination—internally with subject matter experts and divisions, and externally with LWFA suppliers, producers, and contractors. NJDOT also conducted risk evaluations and identified candidate bridges for potential pilot projects.
To support implementation, NJDOT secured a $125,000 STIC Incentive Grant, which funded the purchase of centrifuge apparatuses, staff training, and third-party lab support. The centrifuges measure LWFA moisture content, replacing the traditional “paper towel method,” in which pre-wetted aggregate is weighed, dried manually with industrial-grade paper towels until no moisture remains, and then oven-dried before an assessment is made of surface and absorbed moisture. While the centrifuge approach requires specialized equipment and training, it is significantly faster, less labor-intensive, and more accurate. NJDOT will phase in this method as staff gain experience.
NJDOT has identified 11 candidate bridges for HPIC pilot projects: one under construction, eight in design, and two in concept development. The active pilot—North Munn Avenue over I-280 in East Orange—features twin bridge decks, one built with UHPC and the other with HPIC, enabling a direct comparison under similar conditions.
Twin bridge deck pilot at North Munn Avenue over I-280 in East Orange
Alongside pilot projects, NJDOT is developing materials and construction guide specifications for HPIC. These include substituting 30–50 percent of total fine aggregate with LWFA, establishing a formula to measure absorbed LWFA moisture, and targeting a water content equal to 7 percent of the volume of cementitious materials. Aside from these adjustments, HPIC batching mirrors current UHPC practices.
Early HPIC bridge decks are expected to carry added upfront costs: approximately $50,000 for new mix design, trial batches, and test slabs to validate the process before construction, plus a 20–40 percent increase in unit production costs. Mr. Rabie noted that costs should decrease as specifications are refined, experience grows, and economies of scale take effect. While initial expenses may be higher, HPIC is projected to deliver substantially lower life-cycle costs, primarily by reducing resealing, which can cost around $100,000.
NJDOT’s next steps include a concrete plant outreach program in fall 2025, followed by HPIC workshops and centrifuge training in winter 2025/2026. The department will also continue to assess potential pilot projects through 2025–2026 and monitor the performance of active HPIC bridge deck projects.
Q&A
Q.Will HPIC extend the expected 25-year life span of a bridge deck?
A. The study is assessing how much maintenance HPIC bridge decks require over a 25-year lifespan. Preliminary findings suggest HPIC decks may require only about one-third the maintenance of conventional decks. NJDOT’s Bureau of Research, Innovation, and Information Transfer (BRIIT), in partnership with Rutgers University, is conducting a separate study evaluating how HPIC could extend overall service life. Early findings from NYSDOT suggest HPIC bridge decks may last up to 75 years.
Q.In South Carolina, we have faced difficulties achieving a uniform distribution of moisture for our pre-wetted lightweight fine aggregate using conventional methods like sprinklers. Do you have any suggestions on ways to fix this issue?
A. Some states have tried alternative methods for wetting LWFA. In Louisiana, for example, large bins are filled with water—like a small pool—and the aggregate is soaked for a set period to ensure uniform moisture distribution, rather than using sprinklers.
Q.Can internal curing be used on conventional concrete or is it just for HPC and UHPC?
A. Internal curing could technically be applied to conventional Class A concrete, but it is generally unnecessary. Class A concrete already contains higher water content, reducing its susceptibility to autogenous cracking. UHPC, being relatively moisture starved, benefits most from internal curing.
Q.Does NJDOT have set shrinkage limits?
A. Shrinkage is assessed project-by-project. After crack mapping is completed, a percentage of shrinkage is calculated, but there is no set limit.
A recording of the FHWA webinar is available here.
For more about HPIC and EPIC2, read the NJDOT Tech Transfer Q&A article with Samer Rabie and Jess Mendenhall.
The U.S. Department of Transportation has announced an open call for proposals for their Ideas and Innovation Challenge. The Challenge seeks research and development innovations that enhance safety, resiliency, efficiency, and technological advancement in transportation. Selected winners will receive cash prizes for their proposals.
Proposals can address one of four focus areas:
Knowledge: Tools that help infrastructure operators to fully understand their transportation infrastructure systems
Construction: Approaches for building infrastructure more safely, quickly, cost-effectively, and with greater longevity
Optimization: Solutions to optimize the movement of people and goods at scale in real time, improving safety, performance, and cost-efficiency, leveraging connectivity and automation
Enabling and Foundational Technologies: Technologies that lay the groundwork for future transportation innovations
The Challenge has two stages. In Stage 1, participants submit an innovative transportation technology concept paper. Winners from Stage 1 move on to Stage 2, where they can submit a detailed R&D plan and present their project at an event in early 2026.
The submission deadline for the Ideas and Innovation Challenge is September 17, 2025. For more information and to apply, visit here.
The New Jersey Department of Transportation (NJDOT) Bureau of Research, Innovation & Information Transfer is seeking presentations for its next Research Showcase, to be held in person at The Conference Center at Mercer. Presentations related to transportation research will be considered for in-person delivery during the 27th Annual Research Showcase, scheduled for October 29, 2025. The theme for this year’s event is:
“Preparing the Workforce for the Future.”
We welcome submissions of completed or nearly completed transportation-related research studies. If selected, you will present your work in person on the afternoon of October 29. Presentations will be 20 minutes in length and will be selected by NJDOT BRIIT personnel.
To be considered, please email your proposed presentation topic(s) with accompanying abstracts to Janet Leli (jleli@soe.rutgers.edu), Director of the New Jersey Local Technical Assistance Program, no later than September 18, 2025.
27th Annual Research Showcase
Wednesday, October 29, 2025 8:30 AM-3:00 PM
Proceedings begin at 9:30 AM
LOCATION
The Conference Center at Mercer 1200 Old Trenton Road West Windsor, NJ 08550
REGISTRATION
Registration deadline is October 20, 2025. Registration is complimentary, but required.
■ Title and abstract of the presentation ■ Name and email address of the person who will be presenting ■ The category your project most closely aligns with:
Infrastructure • Safety • Workforce Development & Knowledge Transfer
■ Any additional information you feel is necessary
All submitters will receive a confirmation regarding the selection committee’s final decisions.
Thank you for your interest in and support of the NJDOT Transportation Research Program.
The NJDOT Research Showcase is an event of the New Jersey Department of Transportation’s Bureau of Research, Research, Innovation & Information Transfer (BRIIT) and is organized by the Rutgers Center for Advanced Infrastructure and Transportation (CAIT).
In summer 2025, the FHWA Every Day Counts (EDC)-7 Strategic Workforce Development (SWD) team is hosting the Careers in Gear Summer Series—a webinar series highlighting innovative workforce development programs and success stories from across the country.
Featuring real-world examples and conversations with skilled trades professionals, program leaders, and other industry innovators, the series will spotlight practical strategies to strengthen the construction workforce—and hep build the infrastructure of tomorrow.
Dates and Times
July 23 | 1:00-2:00 PM: Training Success Stories
August 6 | 1:00-2:00 PM: Fireside Chat on Youth Development Programs
September 3 | 1:00-2:00 PM: CDL Training That Works
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.
Video Recording: 2025 Research Showcase Lunchtime Edition
On May 14, 2025, the NJDOT Bureau of Research, Innovation, and Information Transfer hosted a Lunchtime Tech Talk! webinar, “Research Showcase: Lunchtime Edition 2025”, featuring four presentations on salient research studies. As these studies were not shared at the 26th Annual Research Showcase held in October 2024, the webinar provided an additional opportunity for the over 80 attendees from the New Jersey transportation community to explore the wide range of academic research initiatives underway across the state.
The four research studies covered innovative transportations solutions in topics ranging from LiDAR detection to artificial intelligence. The presenters, in turn, shared their research on assessing the accuracy of LiDAR for traffic data collection in various weather conditions; traffic crash severity prediction using synthesized crash description narratives and large language models (LLMs); non-destructive testing (NDT) methods for bridge deck forensic assessment; and traffic signal detection and recognition using computer vision and roadside cameras. After each presentation, webinar participants had an opportunity to ask questions to the presenters.
Presentation #1 –Assessing the Accuracy of LiDAR for Traffic Data Collection in Various Weather Conditions by Abolfazl Afshari, New Jersey Institute of Technology (NJIT)
Mr. Afshari shared insights from a joint research project between NJIT, NJDOT, and the Intelligent Transportation Systems Resource Center (ITSRC), which evaluated the accuracy of LiDAR in adverse weather conditions.
LiDAR (Light Detection and Ranging) is a sensing technology that uses laser pulses to generate detailed 3D maps of the surrounding area by measuring how long it takes for laser pulses to return after hitting an object. It offers high resolution and accurate detection, regardless of lighting, making it ideal for traffic monitoring in real-time.
The research study began in response to growing concerns about LiDAR’s effectiveness in varied weather conditions, such as rain, amid its increasing use in intelligent transportation systems. Mr. Afshari stated that the objective of the research was to evaluate and quantify LiDAR performance across multiple weather scenarios and for different object types—including cars, trucks, pedestrians, and bicycles—in order to identify areas for improvement.
To conduct the research, the team installed a Velodyne Ultra Puck VLP-32C LiDAR sensor with a 360° view on the Warren St intersection near the NJIT campus in Newark. Mr. Afshari noted that newer types of LiDAR sensors with enhanced capabilities may be able to outperform the Velodyne Ultra Puck during adverse weather. They also installed a camera at the intersection to verify the LiDAR results with visual evidence. The research team used data collected from May 12 to May 27, 2024.
The researchers obtained the weather data from Newark Liberty Airport station and utilized the Latin Hypercube Sampling (LHS) method to identify statistically diverse weather periods for evaluation and maintain a balance between clear and rainy days. They selected over 300 minutes of detection for the study.
The study area for the LiDAR detection evaluation
To evaluate how well the detection system performed under different traffic patterns, they divided the study area into two sections. The researchers used an algorithm for the LiDAR to automatically count the vehicles and pedestrians entering these two areas, then validated the LiDAR results by conducting a manual review of the video captured from the camera.
The research team found that, overall, the LiDAR performed well, though there were some deviations during rainy conditions. During rainy days, the LiDAR’s detection rate decreased for both cars and pedestrians, with the greatest challenges occurring in accurately detecting pedestrians. On average, the LiDAR would miss nearly .8 pedestrians and .7 cars per hour during rainy days, around 30 percent higher than on clear days.
Key limitations of the LiDAR detection identified by the researchers include: maintaining consistent detection of pedestrians carrying umbrellas or other large concealing objects, identifying individuals walking in large groups, and missing high-speed vehicles.
Mr. Afshari concluded that LiDAR performs reliably for vehicle detection but pedestrian detection needs enhancement in poor weather conditions, which would require updated calibration or enhancements to the detection algorithm. He also stated the need for future testing of LiDAR on other weather conditions such as fog or snow to further validate the findings.
Q. Do you think the improvements for LiDAR detection will need to be technological enhancements or just algorithmic recalibration?
A. There are newer LiDAR sensors available, which perform better in most situations, but the main component to LiDAR detection is the algorithm used to automatically detect objects. So, the algorithmic calibration is the most important aspect for our purposes.
Q. What are the costs of using the LiDAR detector?
A. I am not fully sure as I was not responsible for purchasing the unit.
Presentation #2 – Traffic Crash Severity Prediction Using Synthesized Crash Description Narratives and Large Language Models (LLM) by Mohammadjavad Bazdar, New Jersey Institute of Technology
Mr. Bazdar presented research from an NJIT and ITSCRC team effort focused on predicting traffic crash severity using crash description narratives synthesized by a Large Language Model (LLM). Predicting crash severity provides opportunities to identify factors that contribute to severe crashes—insights that can support better infrastructure planning, quicker emergency response, and more effective autonomous vehicle (AV) behavior modeling.
Previous studies have relied on traditional methods such as logit models, classification techniques, and machine learning algorithms like Decision Tree and Random Forests. However, Mr. Bazdar notes that these approaches struggle due to limitations in the data. Crash report data often contains numerous inconsistencies and missing values for varying attributes, making it unsuitable for traditional classification models. Even if you get a good result from the model, it cannot be used to reliably identify contributing factors because of all the data that is excluded.
To address this challenge, the research team explored the effectiveness of generating consistent and informative crash descriptions by converting structured parameters into synthetic narratives, then leveraging large language models (LLMs) to analyze and predict crash severity based on these narratives. Since LLMs can parse through different terminologies and missing attributes, it allows researchers to analyze all available data, and not the minority of crash data that has no inconsistencies or missing variables.
The research team used BERT, an Encoder Model LLM, to analyze over 3 million crash records from January 2010 to November 2022 for this study. Although crash reports often contain additional details, the team exclusively utilized information regarding crash time, date, geographic location, and environmental conditions. Additionally, they divided crash severity into three categories: “No Injury,” “Injury,” and “Fatal.”
The narratives synthesized by BERT include six sentences, with each sentence describing different features of the crash, such as time and date, speed and annual average daily traffic (AADT), and weather conditions and infrastructure. BERT then tokenizes and encodes the narrative to generate contextualized representations for crash severity prediction.
They also found that a hybrid approach—using BERT to tokenize crash narratives and generate crash probability scores, followed by a classification model like Random Forest to predict crash severity based on those scores—performed best. An added benefit of the hybrid model is that it produces comparable, if not better, results than the BERT model, in hours rather than days.
In the future, Mr. Bazdar and the research team plan to enhance their model by integrating spatial imagery, incorporating land use and environmental data, and utilizing decoder-based language models, hoping to achieve more effective results.
Q. How does your language model handle missing data fields?
A. The model skips missing information completely. For example, if there is a missing value for the light condition, the narrative will not mention anything about it. In traditional models, a report missing even one variable would have to be discarded. However, with the LLM approach, the report can still be used, as it may contain valuable information despite the missing data.
Q. What percentage of the traffic reports were missing data?
A. The problem is that while a single value like light condition, may be missing in only a small percentage of crash reports, a large portion—nearly half—of crash reports have some missing data or inconsistency.
Presentation #3 – Forensic Investigation of Bridge Backwall Structure Using Ultrasonic and GPR Techniques by Manuel Celaya, PhD, PE, Advance Infrastructure Design, Inc.
Dr. Celaya described his work performing non-destructive testing (NDT) on the backwall structure of a New Jersey bridge, utilizing Ultrasonic Testing (UT) and Ground Penetrating Radar (GPR).
The bridge in the study, located near Exit 21A on I-287, was scheduled for construction; however, NJDOT had limited information about its retaining walls. To address this, NJDOT enlisted Dr. Celaya and his firm, Advanced Infrastructure Design, Inc. (AID), to assess the wall reinforcements—mapping the rebar layout, measuring concrete cover, and detecting potential cracks and voids in the backwalls.
The team used a hand-held GPR system to identify the presence, location, and distribution of reinforcement within the abutment wall. The GPR device collects the data in a vertical and horizontal direction, indicating the distance of reinforcement like rebar and its depth of penetration. This information was needed to ensure that construction on the bridge above would not impact the abutment walls.
SAFT images of the bridge abutment produce by the Ultrasonic Testing
They also employed Ultrasonic Testing (UT), a method that uses multiple sensors to transmit and receive ultrasonic waves, allowing the team to map and reconstruct subsurface elements of the bridge wall. The system captures a detailed cross-sectional view of acoustic interfaces within the concrete using a grid-based measurement pattern, ensuring precise and reliable data collection. Additionally, they used IntroView to evaluate the UT data and produce Synthetic Aperture Focusing Technique (SAFT) images to illustrate and identify anomalies within the concrete.
AID also conducted NDT to assess the depth of embedded bolts in the I-287 bridge abutments using GPR scans, but aside from detecting steel rebar reinforcements, no clear signs of the bolts were found. However, the UT results offered valuable insights, revealing that the embedded bolts in the west abutment wall were deeper than those in the east abutment.
Q. What was the process workflow like for the Ultrasonic Testing?
A. It is not that intuitive compared to Ground Penetrating Radar. With GPR, you can clearly identify structures on the site. However, with UT, there has to be post-processing analysis in the office, it cannot be attained in the field. This analysis takes time and requires a certain level of expertise.
Presentation #4 – Traffic Signal Phase and Timing Detection from Roadside CCTV Traffic Videos Based on Deep Learning Computer Vision Methods by Bowen Geng, Rutgers Center for Advanced Infrastructure and Transportation
Mr. Geng shared insights from an ongoing Rutgers research project that evaluates traffic signal phase and timing detection using roadside CCTV traffic video footage, applying deep learning and computer vision techniques. Traffic signal information is essential for both road users and traffic management centers. Vehicle-based signal data supports autonomous vehicles and advanced Traffic Sign Recognition (TSR) systems, while roadside-based data aids Automated Traffic Signal Performance Measures (ATSPM) systems, Intelligent Transportation Systems (ITS), and connected vehicle messaging systems.
While autonomous vehicles can perceive traffic signals using on-board camera sensors, roadside detection relies entirely on existing infrastructure such as CCTV traffic footage. Mr. Geng noted that advancements in computer vision modeling provides a resource-efficient tool for improving roadside traffic signal data collection, compared to other potential solutions like infrastructure upgrades, which would be costly. For the study, the researchers decided to develop and implement methodologies for traffic signal recognition using CCTV cameras, and evaluate the effectiveness of different computer vision models.
Most previous studies have concentrated heavily on vehicle-based traffic signal recognition, while roadside-based TSR has received relatively limited attention, with some previous studies using vehicle trajectory to determine traffic signal status. Furthermore, early research relied on traditional image processing techniques such as color segmentation, but more recent studies have shifted toward a two-step pipeline using machine learning tools like You Only Look Once (YOLO) or deep learning-based end-to-end detection methods. Both the two-step pipeline and end-to-end detection approaches have their advantages and drawbacks. The two-step pipeline uses separate models for detection and classification, requiring coordination between stages and creating slower process speeds, but making it easy to debug. In contrast, end-to-end detection is faster and more streamlined but more difficult to debug.
Real-time traffic signal detection using the research model
In this study, the researchers adopted three different methodologies; two using the two-step pipeline, and one using an end-to-end detection model. All three models employed YOLOv8 for object detection; however, they differed in color classification methods. The researchers used video data from the DataCity Smart Mobility Testing Ground in downtown New Brunswick, across five signalized intersections.
The model achieved an overall accuracy of 84.7 percent, with certain signal colors detected more accurately than others. Mr. Geng shared that the research team was satisfied with these results. They see potential for the model to be used to support real-time traffic signal data logging and transmission for ATSPM and connected vehicle messaging system applications.
Q. How many cameras did you have at each intersection?
A. For each intersection we had two cameras facing two different directions. For some intersections, we had one camera facing north and another facing south, or one facing east and the other facing west.
Q. What did you attribute to the differences in color recognition?
A. There was some computing resource issue. Since we are trying to implement this in real-time, there are difficulties balancing accuracy with possible latency issues and processing time.
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.
Pacheco, Jose. (2021, October). USDOT Workshop Report, Bureau of Transportation Statistics. Wisconsin Department of Transportation. https://rosap.ntl.bts.gov/view/dot/62607
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
The NJDOT Technology Transfer Research Library offers valuable resources, including the TRID database, which helps researchers access transportation publications by topic, keyword, or geographical area. TRID can serve as a valuable tool to expand knowledge on innovations in topics such as lighting, or to learn more about local research.
The NJDOT Technology Transfer Research Library page features a “Did You Know” page that provides key information about the library, transportation research resources, as well as newly released publications available through AASHTO and the ASTM COMPASS Portal. Additionally, the site hosts a TRID Searches page, offering a list of recent publications indexed in the Transport Research International Documentation (TRID) database, categorized into 37 subject areas. The TRID database features specialized search options allowing researchers and other interested parties to locate publications using geographical, subject area, and key term identifiers.
Example of the tower lighting equipped on NJDOT emergency response vehicles. Courtesy of NJDOT
NJDOT frequently advances innovative transportation projects across various research topics, including lighting initiatives under the FHWA’s Every Day Counts (EDC-7) program. In one example, NJDOT collaborated with Rutgers-VTC, and Rowan University to produce a pedestrian lighting draft report, as part of the Nighttime Visibility for Safety initiative. The research team determined optimal lighting levels and designed pedestrian lighting infrastructure to improve safety. The researchers presented project findings at the 2024 NJDOT Research Showcase, with a full report expected in 2025. Additionally, NJDOT advanced innovations in nighttime traffic incident management through the procurement of lighting towers and LED flares for emergency response vehicles, as part of the EDC-7 Next-Generation Traffic Incident Management (NextGen TIM): Technology for Saving Lives initiative.
As NJDOT advances its lighting innovations, the TRID database can serve as a valuable resource to explore similar lighting-related research and initiatives both nationally and within New Jersey. A search of the TRID database using the keyword “lighting” uncovers hundreds of recent transportation studies that focus on or incorporate lighting. One such study explored ways to enhance the safety of winter road maintenance vehicles, such as snowplows, by identifying the most effective vehicle lighting to improve reaction times. Another examined racial and poverty-level disparities in pedestrian nighttime crashes, highlighting the increased crash risk in low-income and minority communities due to inadequate lighting and pedestrian infrastructure.
Installation of steel electrodes in the asphalt assessment. Marath. A., A. Saidi, A. Ali, and Y. Mehta. (2024)
In addition to researching specific topics, the TRID database can be used to locate publications by geographical area. Using “New Jersey ” as a keyword uncovers studies that focus on local transportation research and innovations. For instance, one study evaluated the performance of conductive asphalt pavements in the state, finding that a high-performance thin overlay (HPTO) asphalt mixture with graphite and carbon fibers offered the best cracking resistance. Another study, sponsored by NJ TRANSIT, examined factors contributing to the decline in bus ridership, identifying major contributors like infrequent service and a lack of direct connections to key destinations.
TRID Database
Lighting-Based Research
Lighting-based research can be found on the TRB TRID database. Below are several recent national transportation research articles on lighting:
Belloni, E., C. Buratti, L. Lunghi and L. Martirano. (2024). A new street lighting control algorithm based on forecasted traffic data for electricity consumption reduction. Lighting Research and Technology. Vol. 56. https://trid.trb.org/View/2248974
Dubey, S., A. Bailey, and J. Lee. (2025). Women’s perceived safety in public places and public transport: A narrative review of contributing factors and measurement methods. Cities. Vol. 156. https://trid.trb.org/View/2447605
Kidd, D., L. Riexinger, and D. Perez-Repela. (2024). Pedestrian automatic emergency breaking responses to a stationary or crossing adult mannequin during the day and night. Traffic Injury Prevention. Vol. 25. https://trid.trb.org/View/2452794
Li. H., L. Wang, and M. Yang. (2025). Collaborative effects of vehicle speed and illumination gradient at highway intersections exits on drivers’ stress capacity. Accident Analysis & Prevention. Vol. 209. https://trid.trb.org/View/2447380
Mwende, S., V. Kwigizile, and J. Oh. (2024). Investigating Racial and Poverty-Level Disparities Associated with Pedestrian Nighttime Crashes. Transportation Research Record: Journal of the Transportation Research Board. Vol. 2678. https://trid.trb.org/View/2361845
Ouyang, H., P. Liu and Y. Han. (2025). Exploring Factors Contributing to Pedestrian Injury Severity in Pedestrian-Vehicle Crashes: An Integrated XGBoost-SHAP, Latent Cluster, and Mixed Logit Approach. Journal of Transportation Engineering, Part A: Systems. Vol. 151. https://trid.trb.org/View/2479744
Rangaswamy, R., N. Alnawmasi, and Z. Wang. (2024). Exploring contributing factors to improper driving actions in single-vehicle work zone crashes.: A mixed logit analysis considering heterogeneity in means and variances, and temporal stability. Journal of Transportation Safety & Security. Vol. 16. https://trid.trb.org/View/2399835
Van Beek, A., Y. Fang and D. Duives. (2024). Studying the impact of lighting on the pedestrian route choice using Virtual Reality. Safety Science. Vol. 174. https://trid.trb.org/View/2345069
Vidal-Tortosa, E. and R. Lovelace. (2024). Road lighting and cycling: A review of the academic literature and policy guidelines. Journal of Cycling and Micromobility Research. Vol. 2. https://trid.trb.org/View/2334660
Wong, A. D. Sharma, F. Momeni, and S. Wong. (2025). Naturalistic Experiment for Surface Transportation: A Study of Snowplow Lighting Under Winter Conditions. Journal of Transportation Engineering, Part A: Systems. Vol. 151. https://trid.trb.org/View/2464993
New Jersey-Based Research
New Jersey-based research can also available through the TRB TRID database. Below are several recent articles on New Jersey transportation research:
Assaad, H., M. Mohammadi, and G. Assaf. (2024). Determining Critical Cascading Effects of Flooding Events on Transportation Infrastructure Using Data Mining Algorithms. Journal of Infrastructure Systems. Vol. 30. https://trid.trb.org/View/2373908
Devajyoti, D., and C. Wang. (2024). An investigation into the potential use of information and communication technologies by trip-deprived older adults in New Jersey. Transportation Research Part A: Policy and Practice. Vol. 188. https://trid.trb.org/View/2415346
Devajyoti, D., and Z. Liu. (2024). Who stopped riding buses and what would motivate them to return? A New Jersey case study. Case Studies on Transport Policy. Vol. 15. https://trid.trb.org/View/2343481
Hasan, A.S., M. Jalayer, S. Das and M. Bin Kabir. (2024). Application of machine learning models and SHAP to examine crashes involving young drivers in New Jersey. International Journal of Transportation Science and Technology, Vol. 14. https://trid.trb.org/View/2162338
Keenan, K. (2024). The transportation policy elite and their ladder of citizen participation: Problems and prospects around communication methods in New Jersey. Cities. Vol. 145. https://trid.trb.org/View/2309380
Khameneh, R., K. Barker, and J. Ramirez-Marquez. (2025). A hybrid machine learning and simulation framework for modeling and understanding disinformation-induced disruptions in public transit systems. Reliability Engineering & System Safety. Vol. 255. https://trid.trb.org/View/2465146
Marath. A., A. Saidi, A. Ali, and Y. Mehta. (2024). Assessment of mechanical performance of electrically conductive asphalt pavements using accelerated pavement testing. International Journal of Pavement Engineering. Vol. 25. https://trid.trb.org/View/2487585
Najafi, A., Z. Amir, B. Salman, P. Sanaei, E. Lojano-Quispe, A. Maher, and R. Schaefer. (2024). A Digital Twin Framework for Bridges. ASCE International Conference on Computing in Civil Engineering 2023, American Society of Civil Engineers, pp 433-441. https://trid.trb.org/view/2329319
Patel, D., R. Alfaris, and M. Jalayer. (2024). Assessing the effectiveness of autism spectrum disorder signs: A case study in New Jersey. Transportation Research Part F: Traffic Psychology and Behaviour. Vol. 100. https://trid.trb.org/View/2293015
Zaman, A., Z. Huang, W. Li, H. Qin, D. Kang, and X. Liu. (2024). Development of Railroad Trespassing Database Using Artificial Intelligence. Rutgers University, New Brunswick, Federal Railroad Administration, 80p. https://trid.trb.org/view/2341095
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.