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Lunchtime Tech Talk! WEBINAR: Evaluation of Precast Concrete Pavement Systems and State Specifications

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On June 10, 2020, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! Webinar on "Evaluation of Precast Concrete Pavement Systems and State Specifications.” Dr. Yusuf Mehta, Director of Rowan University’s Center for Research and Education in Advanced Transportation Engineering Systems (CREATEs), introduced the presentation and acknowledged the contributions of individuals and other state DOTs to the research effort.  Dr. Daniel Offenbacker began the presentation with a description of the research study performed for NJDOT to identify, evaluate, and compare precast pavement systems, specifications, and practices currently in use for Precast Concrete Pavement (PCP). The study included an extensive literature review and surveys with Subject Matter Experts from various state DOTs that have experience with precast concrete pavement rehabilitations.

Dr. Offenbacker discussed the benefits and drawbacks of Precast Concrete Pavements.

Rigid pavements play an important role in highway infrastructure, primarily in regions with high traffic density such as New Jersey. NJDOT is continuously exploring innovative pavement rehabilitation strategies, such as Precast Concrete Pavement (PCP), that allow for faster and more durable rehabilitation of rigid pavements. Precast concrete is cast off-site to specifications and installed to match a particular location. Dr Offenbacker noted the benefits of precast concrete systems including quick installation that limits the duration of road closure and requires minimal interaction with drivers. The material is durable and long-lasting. Drawbacks include the high cost, challenges to installation requiring tight specifications, and limited capability among contractors and systems.

The researchers surveyed 17 states and followed up with 8 states that are using PCP systems. Other states shared experiences with systems in use, standards for manufacture and installation, permitting of new systems, and experiences with installation and performance. Eight different state specifications were identified that addressed panel fabrication, bedding and grout stabilization, installation tolerances, and encasement grout.

The research led to the conclusion that installation is critical to PCP performance. Failure is generally due to misalignment or poor leveling. Dr. Offenbacker described a proposed five-step system approval process to be used in New Jersey for acceptance of newly-developed precast pavements. The approval system included materials and slab approval, demonstration of system installation, and proof of performance. Recommendations included use of documented experiences from other states in establishing specifications and exploring development of a generic PCP system for New Jersey.

The research resulted in recommendations for a Precast Concrete Pavement approval process for use in New Jersey

Dr. Offenbacker noted the need for future work to investigate the long-term performance of PCP systems, to prepare a life cycle cost analysis to quantify the economic benefits, to assess the usefulness of intermittent precast systems in light of surrounding pavement deterioration, and to develop a training platform for contractors to insure proper installation.

Following the presentation, participants posed questions via the chat feature. Responding to a question about the use of planar vs. non-planar slabs, Dr. Offenbacker noted that the existing conditions of the roadway would determine which slab would be used to match the existing structure.

A participant asked if there was any criteria for choosing between rapid-set concrete and PCP. Dr. Offenbacker responded that there was no criteria yet for when one would choose one over the other.

A participant asked what Dr. Offenbacker considered the key takeaway from the surveys. He responded that installation was the key consideration. He emphasized the need to understand the economic benefits of PCP, which are starting to outweigh the benefits of other rehab techniques such as rapid-set.

In response to a question about training needed, Dr. Offenbacker noted that training is needed in the specific systems. California requires each contractor to go through a certification process if they want to use precast pavement systems on a regular basis.

A participant asked if deterioration of slabs adjacent to a replacement slab was due to the replacement slab. Dr. Offenbacker replied that the replacement slab would not cause deterioration if installed properly. The roadway may be deteriorating incrementally.

A participant asked if the Federal Highway Administration (FHWA) provided input on QA/QC for underslab grouting and grouting dowel bar slots. Dr. Offenbacker responded that there are thorough specifications for these elements and they are available in the final report.

In response to a question about whether there is a maximum and minimum size for PCPs and how that correlates to performance, Dr. Offenbacker noted that this has not been explored well yet. The typical length is 15 feet.

The presentation given by Dr. Mehta and Dr. Offenbacker can be downloaded here.

For more information about the research study, please access the final report and technical brief here.

For more information about research at Rowan University's CREATES, click here.

A recording of the presentation is also available here (or see right).

Lunchtime Tech Talk! WEBINAR: Dredging, Dredged Material Management and the NJ Marine Transportation System

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On May 12, 2020, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! Webinar on "Dredging, Dredged Material Management and the New Jersey Marine Transportation System.” W. Scott Douglas, Dredging Program Manager in NJDOT’s Office of Maritime Resources (OMR), discussed the dredging process, management of dredged material, OMR’s asset management system, and dredging case studies.

Mr. Douglas discussed the extent of New Jersey's Marine Transportation System, and its significance to the local, and larger economy.

Mr. Douglas described the New Jersey Marine Transportation System (MTS) that includes all infrastructure and equipment that connects land-based transportation assets to navigable water. The MTS supports a $50 billion industry that encompasses international and domestic freight, commercial fishing, recreational boating, travel and tourism, marine trades and ferries. NJDOT is directly responsible for maintaining some 200 of the 600 nautical miles of engineered waterways that provide safe navigation pathways to and from the shore-based infrastructure, and provides dredged material management services for another 150 nautical miles of Federal waterway. Since Superstorm Sandy, OMR is the State’s lead agency for these responsibilities, providing planning, design, procurement and construction services and coordinating the State’s waterway emergency response.

The system is divided into three regions: the New Jersey/New York Harbor (the third largest port in the country), the Delaware River, and the Atlantic Shore where NJDOT takes a larger role. Much of their work involves managing clean dredge materials in shallow draft areas where there is little land on which to place the dredged material. Mr. Douglas described the various aspects of the dredging process including bathymetric surveys, sediment sampling and analysis, and permitting, and went on to explain uses of dredged material.

As a natural part of the aquatic ecosystem, sediment is a resource. The Office of Maritime Resources works to reuse the material in various ways depending on the nature and composition of the sediment. Mr. Douglas offered several examples of reuse such as construction fill, beach replenishment, landfill capping, and brownfield redevelopment. The OMR is exploring the use of sediment to increase shoreline resiliency through marsh and dune restoration and other shoreline stabilization techniques, island creation, dredged hole replacement, and habitat creation.

The talk highlighted several facets of collecting, tracking, and dispersing dredged materials.

Mr. Douglas discussed his agency’s Maritime Asset Management tools developed to evaluate cost, conditions, and to help prioritize the Office’s work. Their Waterway Linear Segmentation database, comparable to the roadway Straight Line Diagrams, is a first in the nation for maritime asset management. OMR is assembling a dredged material database. Deployment of these tools is anticipated later this year. OMR’s Maritime Asset Management Systems comprises these two tools and produces plans based on current and future conditions, cost, and availability of dredge system management. The output is similar to the asset management reports used by highway and bridge engineers to assist management in decisionmaking.

Successes of the state’s channel dredging program include 54 channels cleared and 45 nautical miles of waterway opened. Mr. Douglas highlighted three dredging case studies including projects in the Port Jersey Channel, Shark River, and Upper Barnegat Bay. In 2020, OMR has four ongoing projects and four planned projects to open a total of 25 channels.

Participants posed questions via the Q&A feature. Mr. Douglas was asked what quality controls are in place before dredged material is moved. He noted that New Jersey has one of the most stringent systems in place in the country. NJDEP has a list of contaminants related to locations. They test both the sediment before it is moved, and the water, and a mixture of sediment water. If the material is stabilized and placed upland, it is exposed to lab testing and leachate tests on site. Another participant asked if dredging stirs up contaminants. Mr. Douglas replied that it can, and that the rigorous testing is designed to address the possibility. He noted the distinction between navigation dredging to clear a channel and environmental dredging conducted to clean contaminants from a waterway.

In response to a question concerning locations of island creation, Mr. Douglas stated that a group led by the US Fish & Wildlife Service is looking into potentially creating islands in Barnegat Bay.

A participant asked if dredged material could be used in new embankments and walls that NJDOT is building throughout the state. Mr. Douglas responded that the biggest barrier is cost. Straight fill is less expensive and easier to schedule; timing of highway projects with maritime projects has been difficult.

A participant wondered how the required dredge depth is verified once it is completed? Dredge depth is determined before dredging begins. Generally, channel depth has been determined for the entire state. Usually the depth changes only if conditions change, such as would be required with the introduction of larger vessels needing access to ports.

In response to a question concerning work continuing during the COVID-19 outbreak, Mr. Douglas noted that work is continuing and inspectors are on site every day following appropriate and requisite protocols.

The presentation given by Mr. Douglas can be downloaded here.

A recording of the webinar is available here, (or see right).

NJ STIC 2020 Spring Meeting

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NJ STIC’s first virtual meeting on May 6, 2020

NJ STIC’s first virtual meeting on May 6, 2020

The NJ State Transportation Innovation Council (NJ STIC) Spring 2020 Meeting focused on the EDC-5 Innovative Initiative Virtual Public Involvement. The topic was appropriate to the times as STIC members gathered for the group’s first virtual meeting in response to NJ Executive Order 107 in force during the COVID-19 pandemic. The STIC Meeting Agenda had been distributed to the invitees prior to the May 6, 2020 meeting. Participants could use the chat feature to offer comments or ask questions of the speakers during the meeting.

After his Welcome and Opening Remarks, Asst. Commissioner Michael Russo introduced NJDOT Commissioner Diane Gutierrez-Scaccetti who emphasized the distinction between virtual meetings, public meetings, and public hearings. She noted that NJDOT’s work continues during the lockdown and the agency will be instrumental in helping the state get back on its feet once re-opening begins. Division Administrator for the FHWA NJ Office, Robert Clark, and Amanda Gendek, Manager of the NJDOT Bureau of Research, rounded out the Welcome and Opening Remarks setting the stage for primary focus of the Spring Quarterly STIC meeting on the implementation of Virtual Public Involvement (VPI) in everyday activities of transportation agencies.

Jill Stark from FHWA reviewed online tools to increase public involvement

Jill Stark from FHWA reviewed online tools to increase public involvement (click for presentation)

The meeting continued with presentations from representatives of FHWA, New Jersey’s three Metropolitan Planning Organizations, Monmouth County, Princeton and industry discussing how they have adapted to the need for virtual public meetings and the benefits and challenges associated with the transition to the online formats.

VPI Tools and Techniques - Jill Stark and Lana Lau from FHWA presented several resources, such as mobile apps, crowdsourcing tools, project visualizations, and online mapping, to enhance public involvement and offered several examples of their use in other state transportation agencies. Ms. Stark noted that virtual public involvement will not replace in-person meetings but can supplement traditional engagement activities.

DVRPC used the chat feature during the board meeting to take public comment (click for presentation)

DVRPC used the chat feature during the board meeting to take public comment (click for presentation)

During their talk, the FHWA identified several resources, including webinars and fact sheets, available on Virtual Public Involvement. The agency is also creating videos that highlight innovative and virtual public engagement strategies in use in state and local transportation agencies. An article on the videos, including the fact that NJDOT and NJTPA activities were featured examples, was the subject of a recent post on the NJDOT Technology Transfer website.

MPO representatives reported on the need for quick technological transitions to remote work, experiences with online platforms, and related lessons learned.

NJTPA’s online survey was available in translation and participants could leave comments (click for presentation)

NJTPA’s online survey was available in translation and participants could leave comments (click for presentation)

DVRPC: Virtual Meeting Best Practices - Barry Seymour and Alison Hastings from DVRPC discussed increased public participation at their recent board meeting and the request for remote access to meetings going forward. Noting that reaching underserved communities just got harder, they emphasized features of their chosen meeting platform that increase accessibility, such as phone and computer audio, an app for cell phones, and closed captioning and audio channels for live translation.

Virtual Public Involvement - Mary Ameen and Melissa Hayes from NJTPA offered tips for online discussions, advocating for gearing the message to the audience, keeping meetings brief, providing multiple feedback options, and making the meeting mobile-friendly. Their Virtual Public Engagement Best Practices guidance is available online. They also offered examples from municipalities using online tools to reach their communities.

SJTPO is looking for alternatives methods of reaching populations lacking internet access (click for presentation)

SJTPO is looking for alternatives methods of reaching populations lacking internet access (click for presentation)

Virtual Outreach During COVID-19 in the SJTPO Region - Jennifer Marandino and Alan Huff from SJTPO spoke about the agency’s dive into the issue of limited access to online public involvement opportunities in low-income and minority communities. They have discovered areas in their region that require focused in-person public involvement. The agency is delaying public involvement on major issues and exploring alternative means for reaching the region’s population.

Monmouth County used a project website to inform the public and gather feedback (click for presentation)

Monmouth County used a project website to inform the public and gather feedback (click for presentation)

Monmouth County Bridge Replacement Projects: Virtual Public Meetings – County Engineer Joseph Ettore and Consultant Martine Culbertson spoke about the limitations of virtual meetings and the impact on project development on two Bridge Replacement Projects in Monmouth County. The speakers discussed design of a project website, the challenges of virtual public meetings, how to proceed when a project faces some local opposition, and the need to keep projects on track to retain funding.

Princeton used various methods to track and display feedback from public involvement activities (click for presentation)

Princeton used various methods to track and display feedback from public involvement activities (click for presentation)

Virtual Public Involvement: A Municipal Perspective - Deanna Stockton, Engineer for Princeton, discussed the challenges related to bid openings, and holding council, zoning board and planning board meetings, and shared some useful resources. She noted the need to meet MLUL requirements and deadlines associated with zoning and planning board project reviews and discussed the creation of permanent digital files.

Industry Presentation: Virtual Consultation Platform - The final presentation, from Orla Pease and Andy Thomas of AECOM, offered a STIC industry partner perspective, and highlighted a new online virtual meeting platform. The meeting closed with a brief question and answer session.

The Spring Quarterly STIC meeting offered an abundance of useful information, tips, and lessons learned related to virtual public involvement tools and strategies.

A recording of the NJ STIC Spring 2020 Meeting can be found here and to the right.  There was insufficient time to answer all questions posed during the session. Answers to these questions can be found here.

The NJ STIC Spring Virtual Meeting Presentation can be found in its entirety and in sections below.

Click for entire presentation (10MB).
Virtual Meeting Best Practices by DVRPC
Monmouth County Bridge Replacement Project Virtual Public Meeting
Q&A and Thank You
Welcome and Opening Remarks
Virtual Public Engagement by NJTPA
Virtual Public Involvement: A Municipal Perspective
Presentation by FHWA
Virtual Outreach During COVID-19 in the SJTPO Region
Industry Presentation, Virtual Consultation Platform

Reducing Rural Road Departures: Upcoming FHWA Webinar and Other Resources Advance EDC-5 Initiative

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FHWA Storyboard

On May 12, 2020, the Federal Highway Administration will host FoRRRwD on All Public Roads: Innovative Mechanisms to Deliver Safety Projects, the second of its monthly webinars designed to help reduce rural roadway departures and save lives. Reducing rural roadway departures is one of the ten initiatives addressed by the 5th round of its Every Day Counts program (EDC-5). The EDC program identifies and deploys proven innovations to save state departments of transportation time, money, and resources. This webinar is the latest FHWA offering of technical materials aimed at reducing roadway departures (see below). Other recent materials include:

  • A storyboard on horizontal curve warning signs. The storyboard demonstrates the effectiveness of low-cost solutions such as advance warning signs and curve chevrons to reduce crashes on curves, especially at night.
  • An informational video. Released in late March 2020, this video showcases the benefits of rumble strips in reducing road departures. The video notes that rumbles strips can reduce departure crashes by up to 50 percent. (Embed the video here)
  • An innovation spotlight video. This 2019 video highlights key countermeasures to prevent or reduce severity of crashes, and systemic analysis tools agencies can use to prioritize locations on a network with high risk for future crashes.

New Jersey has also been working to address this issue, using some of the methods listed above on rural roads across the state. This recent NJDOT Tech Transfer article highlights how Cumberland and Somerset Counties are reducing rural road departures along high risk portions of their networks.

FoRRRwD on All Public Roads: Innovative Mechanisms to Deliver Safety Projects

May 12, 2020
1-3 pm

Rural roadway departures make up a third of U.S. traffic fatalities—about 30 people a day. The Every Day Counts round five (EDC-5) initiative, Focus on Reducing Rural Roadway Departures (FoRRRwD), features four pillars: 1. Addressing All Public Roads, 2. Systemic Approach, 3. Safety Action Plans, and 4. Proven Countermeasures.

This webinar focuses on the first pillar. State, local, and tribal agencies come learn unique approaches and methods that you can use to efficiently deliver safety countermeasures and projects to reduce rural roadway departure crashes. Speakers and Topics to be covered include:

  • Steve Landry, Maine DOT, will discuss Maine DOT’s use of safety supply (Curve Warning Signs, RRFBs, Speed Feedback Signs) procurement projects where state procurement procedures are used, and local public agencies or State forces perform installation at their cost.
  • Mark Thomas, Mississippi DOT (MDOT), will discuss how agencies in Mississippi have used agency force account to deliver roadway departure countermeasures, and a program where MDOT provides warning and advisory signage to local governments to install.
  • Patricia Burke, Montana DOT (MDT), will discuss MDT’s use of Job Order Contracting to streamline the delivery of safety projects.

This webinar is free and open to anyone who is interested. Registration is limited to 500 seats.

Registration: Participants must register in advance at https://collaboration.fhwa.dot.gov/dot/fhwa/WC/Lists/Seminars/DispForm.aspx?ID=2260

Please Note: Non-USDOT employees who have never participated in an FHWA webinar must create an account at https://collaboration.fhwa.dot.gov/FBA/MembershipRequest.aspx in order to register for this webinar.

FHWA recommends using Microsoft Edge or Internet Explorer for optimal registration experience.

FHWA’s Ray Murphy Presents EDC-5 Weather-Responsive Management Strategies

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On April 14, 2020, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! webinar on "EDC-5 Weather-Responsive Management Strategies." This event featured a presentation by Ray Murphy, ITS Specialist with the FHWA's Resource Center. Under Round 5 of the Every Day Counts (EDC) program, FHWA promotes Weather-Responsive Management Strategies (WRMS) to manage traffic and road maintenance during inclement weather to improve safety and reliability, and minimize environmental impacts associated with weather events. Weather affects: traffic safety, with 21 percent of the nearly 6 million roadway crashes in the past decade related to weather; mobility, resulting in reduced efficiency and productivity; and environmental impacts on watersheds, air quality, and infrastructure.

Mr. Murphy provided examples of weather responsive practices being tried by state DOTs, including an advanced traveler information notification deployed by Iowa DOT.

Mr. Murphy provided examples of weather responsive practices being tried by state DOTs, including an advanced traveler information notification deployed by Iowa DOT.

Mr. Murphy described the prior-round, EDC-4 innovation, Road Weather Management – Weather-Savvy Roads, that formed the basis for this EDC-5 initiative. The innovation promoted data collection including Pathfinder, a collaboration between the National Weather Service, state DOTs, and state support contractors to provide weather information and forecasts, and Integrating Mobile Observations (IMO) that collects weather and road condition data from instruments on agency fleet trucks.

Through WRMS, FHWA promotes the use of mobile data to support decision making. Benefits to agencies include improved safety, system performance and operations, and reduced costs and environmental impacts. Agencies can use Weather Responsive Management Systems to address diverse internal needs such as staffing, material use, and route optimization, and condition and performance reporting. Data sources include transportation agency fleets, private vehicles, third party entities, agency operators, road users and infrastructure. Some data is collected by in-vehicle sensors, video and camera images, and automatic vehicle location. Other data sources include fixed Roadway Information System (RWIS), National Weather Service, reports from road users and operators, mobile observations and connected vehicle data, among others.

The traveling public benefits through safer pre-trip and real-time route decision making based on enhanced traveler information, roadside messaging, variable speed limits, and road lane closures or restrictions. Unified, localized, and more accurate messaging gives the public increased confidence in the messaging and the agency.

Mr. Murphy addressed some common challenges that agencies face in adopting this innovation, such as a lack of connectivity in remote areas, the need for buy-in from agency leadership and from road crews, hesitance to adopt the innovation, and funding.

Mr. Murphy cited some of work that NJ DOT has accomplished in the field of Weather Responsive Management Strategies.

Mr. Murphy highlighted recent initiatives undertaken by NJDOT related to Weather Responsive Management Strategies that have been funded in part through FHWA innovation grants.

He noted that the State Transportation Innovation Council (STIC) Incentive Program and STIC Accelerated Innovation Deployment (AID) grants can help fund implementation of these technologies. NJDOT received a STIC incentive funding grant to support pilot testing of technology used by the Safety Service Patrols. NJDOT was also awarded an AID Grant from FHWA to support a weather savvy roads pilot program, installing video camera dashboards and sensors onto NJDOT maintenance trucks and safety service patrol vehicles to collect streaming video and weather / pavement information to support road weather management throughout the state.

Webinar participants had an opportunity to pose questions of Mr. Murphy. One participant asked about possible resistance to installation of automatic vehicle locators due to privacy concerns. Mr. Murphy noted that agencies must operate openly and inclusively when implementing this technology. Training and education can help users become more accepting of the technology.

A participant asked about the use of IMO data versus information gathered from a public entity such as WAZE. Mr. Murphy responded that the agency receives the IMO data directly and can oversee the accuracy of the data, but that information should come from multiple sources to create a robust dataset.

When asked what agencies consider the biggest challenges, and what arguments can be used to support this innovation, Mr. Murphy responded that funding is always a concern but that buy-in is often the larger issue. He emphasized the need for a champion who can demonstrate the benefits of the strategies through performance measures.

When asked if specific applications of WRMS were being considered for EDC-6, Mr. Murphy responded that various innovative practices were being considered and no decisions had been made yet.

A participant asked if these systems can be adapted to rockfall data. Mr. Murphy noted that visibility apps used with dust storms or fire events could be adapted for other weather events.

Mr. Murphy’s presentation offered several examples of DOTs nationwide employing these strategies. A participant asked if any states are quantifying the benefits of WRMS implementation. Mr. Murphy offered that Caltrans is one agency.

The presentation given by Mr. Murphy can be downloaded here.

More information on this innovation is available on the FHWA Weather Responsive Management Systems resources page.

A recording of the webinar is available here, (also to the right).

Federal Highway Administration Releases Second EDC-5 Progress Report

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The second EDC-5 Progress Report summarizes the deployment progress of the 10 innovations in the fifth round of the the Federal Highway Administration’s Every Day Counts program for July through December, 2019. The EDC program coordinates the deployment of new strategies and technologies within State Departments of Transportation. These strategies help transportation stakeholders to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and integrate automation to better serve the nation.

The national report analyzes each state’s implementation stages for the 10 innovations using charts and maps. The report also presents the number of states that have demonstrated, assessed, or institutionalized innovations, and presents goals for how many states should reach these stages by December 2020. New Jersey Department of Transportation has fully institutionalized Crowdsourcing for Operations, Project Bundling, and Unmanned Aerial Systems. The agency has reached the assessment stage for Safe Transportation for Every Pedestrian, and the demonstration (testing and piloting) stage for Advanced Geotechnical Exploration Methods and Collaborative Hydraulics. Two other innovations are in the development phase.

FHWA compiles a progress report every six months regarding the state of practice for the current round of EDC initiatives. An online version of the EDC-5 Progress Report can be found here.

NJ Transportation Agencies Featured for Their Innovative and Virtual Public Involvement Approaches

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FHWA promotes virtual public involvement and other innovative public involvement tools through its Every Day Counts-5 innovations. FHWA notes several benefits of a robust public involvement process that employs technology to bring public involvement opportunities to people. These techniques tend to be more efficient and cost-effective, help to accelerate the project delivery process by identifying issues early in the process, ensure that the needs and desires of community members are heard in a collaborative process, and improve project quality by reaching individuals who might otherwise not be engaged.

FHWA is developing a series of short videos highlighting virtual public involvement tools, as well as other innovative strategies, in use at state and local transportation agencies. Approaches in use by New Jersey Department of Transportation (NJDOT) and North Jersey Transportation Planning Authority (NJTPA) feature in several of these videos.

NJTPA used Set the Table, a meeting-in-a-box, to gather input from millennials for the agency’s long-range regional plan (Plan 2045). Individuals hosted small dinner parties for their peers (aged 18-30). Boxes, similar to pizza boxes, held snacks, and conversation cards on seven focus areas related to transportation. Twenty events were held, reaching over 200 individuals. Participants voiced an interest in staying involved in the planning process.

To supplement print and other media advertisement to gather public input for Plan 2045, NJTPA used online ads geo-targeted to the region. These ads invited people to participate in an online survey covering the Plan’s seven focus areas. The campaign reached 1.6 million people over six weeks and received a robust response. The agency found that this virtual engagement strategy not only reached people where they were, but helped to inform a large number of people about the transportation planning process and the agency.

In-person public engagement events continue to have real value. To encourage public involvement on the Pulaski Skyway rehabilitation project, NJDOT used pop-up outreach at the Liberty Science Center in Jersey City. During construction, lane closures on the highway would affect 35,000 regional commuters and local residents on a daily basis. Wishing to reach a local population, many of whom were unlikely to attend a community public involvement meeting, NJDOT brought the meeting to them. A booth presented information and displayed a piece of the deteriorating bridge to explain to children and adults the importance of the highway project.  

In delivering these examples, FHWA emphasizes the need for transportation agencies to expand their outreach efforts to engage people in their everyday lives.

How New Jersey Counties are Reducing Rural Roadway Departures

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Reducing fatalities on rural roads is a key challenge for transportation agencies in the United States, where roadway departures on rural networks account for one-third of traffic fatalities. The Federal Highway Administration (FHWA) has identified safety countermeasures that are proven to improve rural roadway safety and reduce the number of traffic deaths. In the fifth round of the agency’s Every Day Counts (EDC) State-based model, FHWA identified “Reducing Rural Roadway Departures” as a proven, yet underutilized, innovation. The four pillars of the initiative are: all public roads, proven countermeasures, a systemic approach, and safety action plans. FHWA Proven Safety Countermeasures for rural roadway departures fall into three broad categories: helping drivers stay in their lane, reducing the risk of a crash with lane departures, and minimizing the severity in the case of a crash. Specifically, FHWA safety countermeasures related to rural roadway departures include rumble strips and stripes, SafetyEdgeSM, high friction surface treatment, and backplates with retroreflective borders. A recent FHWA video, Focusing on Reducing Rural Road Departures, provides information on how these low-cost measures help drivers stay in their travel lanes and reduce the potential, or minimize the severity, of rural roadway crashes.

Through EDC, FHWA seeks to support rapid deployment of identified initiatives at the State and local level, which results in cost, time, and resource savings. As of December 2019, New Jersey is in the “development” phase of the Reducing Rural Roadway Departures initiative; NJDOT is collecting guidance and best practices, while building support with partners and stakeholders to develop an implementation process. The goal is to reach the “demonstration” stage by the end of EDC-5 (December 2020), when they would begin testing and piloting the innovation.

In order to achieve this goal, NJDOT seeks to improve the knowledge of rural roadway facility owners and maintainers through training, with the assistance of the FHWA Resource Center. In 2018 and 2019, FHWA and NJDOT hosted a series of Local Safety Peer Exchanges at which engineering staff from Cumberland and Somerset counties shared their experience with implementation of countermeasures on high risk rural roads (HRRR).

FHWA’s Strategic Approach and Plan to reduce roadway departure crashes and fatalities. Photo Source: FHWA, 2019.

The Cumberland County Engineering Office manages infrastructure that includes 540 miles of county roads, 50 traffic signals and flashers, 54 bridges, and 169 minor bridges. One important source of funding for their work is the Highway Safety Improvement Federal-aid Program (HSIP). The purpose of HSIP is to achieve a significant reduction in highway fatalities and serious injuries on all public roads, using a data-driven, strategic approach focused on improving performance. The County focuses on two types of projects for HSIP: systemic projects and “hot-spot” projects. Systemic projects apply a given improvement method over a large number of applicable locations in order to deter “random” crash events and reduce risk across an entire roadway system.

Hot-spot projects need more in-depth data collection and analysis to determine appropriate site-specific improvements related to crash history. To collect data for hot-spot projects, South Jersey Transportation Planning Organization (SJTPO), the regional Metropolitan Planning Organization (MPO) for Cumberland County, worked with Rutgers University’s Center for Advanced Infrastructure and Transportation (CAIT) to use NJDOT’s Plan4Safety multi-layered decision support tool to create four network screening lists for the region. Each list provided weighted scores for a given timeframe based on a location’s number and severity of crashes. The four screening lists identify pedestrian intersection hot spots, pedestrian corridor hot spots, intersection hot spots, and HRRR hot spots.

Selecting the appropriate countermeasure is critical to project success. When using network screening lists, the countermeasure should address the particular type of crash occurring at the location, while countermeasures used with the systemic approach should address the specific geometric trait(s) that are related to the specific crash type.

Cumberland County highlighted two countermeasures at the Peer Exchange: centerline rumble strips and high friction surface treatment on horizontal curves. Centerline rumble strips reduce the risk of cross centerline crashes and are often part of a systemic approach. With the help of NJDOT’s Bureau of Transportation Data and Safety, SJTPO created a candidate list of potential centerline rumble strip locations. NJDOT’s criteria limit installation to two-lane urban or rural roadways with a 20-foot minimum pavement width, and a speed limit of 35 mph or greater. In addition, Cumberland County limited installation to asphalt roadways 10 years old or less in less dense residential neighborhoods due to the noise the rumble strips produce. Based on these criteria, the County selected approximately 150 roadway miles across 11 municipalities. Installation was performed at night to lessen the impact on traffic, improve safety conditions for construction workers and inspectors, and shorten installation time.

HFST installation at a horizontal curve. Photo Source: FHWA, 2018.

The second method, high friction surface treatment (HFST) on horizontal curves, addresses the challenges that horizontal curves pose due to the change in alignment that can cause issues for driver navigation, especially at night or in inclement weather. According to data analysis cited by SJTPO, 28 percent of fatal crashes nationwide occur on horizontal curves. HFST compensates for the high friction demand at the curves in areas where the current pavement condition does not adequately support operation speed, due to a number of factors such as sharp curves, wet conditions, polished roadway surfaces, inadequate cross-slope design, and driving speeds above the curve advisory speed. HFST are proven to reduce wet road crashes by 52 percent and curve crashes by 24 percent according to the FHWA. Additionally, these treatments are safe for all vehicle types and have high durability. However, the county engineer also noted the high unit cost and the lack of contractors within the region capable of HFST installation. When properly installed, the pavement life is equal to, our greater than, asphalt pavement but improper installation potentially limits the usefulness and life expectancy of the pavement treatment.

Locations were selected from the HRRR list, along with spots familiar to the Engineering Department based on geometry, crash history, residential input, and municipality information. Additionally, pavement condition was taken into consideration as a factor that could affect the treatment’s durability.

Cumberland County staff highlighted the importance of updating and upgrading existing safety features during the project such as size, location, spacing, and retroreflectivity of signage. They noted important considerations moving forward: data used in the network screening lists is aging; the rumble strip projects had a long delivery timeline of 22 months from application submission to construction notice to proceed; and the centralized project review process eliminated interactions with the local public agency which tends to have the most detailed knowledge of the project area.

Cumberland County High Risk Rural Roads Locations in Cumberland County. Photo Source: Whitaker, 2018.

A representative of the Somerset County Engineering Office shared their systemic safety approach to horizontal curves with high friction surface treatment. The Engineering Office manages infrastructure for 250 miles of county roads, 193 traffic signals, and 762 bridges, along with county sites, facilities, and parks. Annually, their work includes 15 miles of road resurfacing, 1.2 miles of road reconstruction, 7 bridge replacements, installation or upgrade of 10 traffic signals, and replacing more that 150 ADA curb ramps. The catalyst to pursue pavement friction treatments was the availability of crash data from the Plan4Safety crash database, which allowed Somerset County and their MPO, North Jersey Transportation Planning Authority (NJTPA), to analyze crash trends in the region in order to plan for infrastructure improvements based on need and types of issues.

Based on this analysis, the county identified and prioritized horizontal curves where they decided pavement friction treatments would be the best countermeasure. The next questions they had were: what is the correct treatment method; when is treatment appropriate; and how do they determine the length of need on the horizontal curve. Initially, the county used micro milling which provides a high friction surface to reduce “run-off’ road crashes for a low cost of installation. Downsides for the treatment include a short life expectancy, complaints from motorcyclists and bicyclists, and negative public perception associated with milling a newly paved surface.

Based on this experience, the county turned next to high friction surface treatment as an option that is safe for all vehicle types and has a longer life expectancy than micro milling. As did Cumberland County, Somerset County noted the treatment’s high cost at $35-65 per square yard and the specialized nature of the installation. Somerset County’s evaluation method for determining when HFST should be used requires the following data: centerline alignment geometry, roadway cross slope, road profile slope, posted speed limit, and posted curve advisory plate speed. The resulting evaluation produces friction ranges to guide the action taken.

Initial micro milling treatment in Somerset County. Photo Source: Bates Smith, 2017.

Somerset County found a comparison of crashes in the years prior to the treatment with crash data from the year after the treatment revealed a significant reduction in crashes, although they cautioned that there may be other factors at play. In the case of Chimney Rock Road, annual crashes dropped 84 percent from 73 to 12 for the year after HFST was applied to 5 curves on a 1-mile road segment. Looking to the future, the county plans to prioritize high crash locations for evaluation to either implement additional signage or HFST, based on data from GIS crash mapping, along with the NJ Regional Curve Inventory and Safety Assessment for the NJTPA region. They additionally highlighted important resources that have emerged, including the FHWA’s HFST Curve Selection and Installation Guide.

Cumberland and Somerset counties are just two examples of rural roadway departure safety improvements happening around the state. In the NJTPA region, Monmouth County received $2,967,000 from NJTPA’s FY 2017-18 High Risk Rural Roads (HRRR) Program for corridor improvements on Stage Coach Road in Upper Freehold Township, including the application of high friction surface treatment, safety edging, and centerline rumble strips. To help support and expand these efforts, NJDOT will be holding train-the-trainer events at DVRPC, SJTPO, and NJTPA later this year for county and municipal representatives, MPO staff, and NJDOT staff. This training will help New Jersey advance to the next stage of this EDC-5 initiative and improve safety on rural roads throughout the State.

Featured Image Source: FHWA, 2016.

Resources

Bates Smith, P. (2019). Pavement Friction Surface Treatments. Retrieved from https://www.njdottechtransfer.net/wp-content/uploads/2019/04/E_Somerset-PAVEMENT-FRICTION-surface-treatments-3-21-19.pdf

FHWA. (2019). Reducing Rural Roadway Departures. Retrieved from https://www.fhwa.dot.gov/innovation/everydaycounts/edc_5/roadway_departures.cfm

FHWA. (2020). Proven Safety Countermeasures. Retrieved from https://safety.fhwa.dot.gov/provencountermeasures/

FHWA. Focus on Reducing Rural Roadway Departures (FoRRRwD) Overview Video. (2019). Retrieved from https://www.youtube.com/watch?v=WfdBrrl0WwU&t=87s

NJTPA. (2020). Local Safety Program/High Risk Rural Roads. Retrieved from https://www.njtpa.org/localsafety.aspx

SJTPO. (2020). Highway Safety Improvement Program – Safety Infrastructure. Retrieved from https://www.sjtpo.org/hsip/

Whitaker, D. W. (2018). Systemic Safety Improvements. Retrieved from https://www.njdottechtransfer.net/wp-content/uploads/2018/06/Cumberland-Systemic.pdf

STEP-Aligned HAWK Signal Installed in Bergen County

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Every Day Counts (EDC) is an initiative developed by the Federal Highway Administration’s (FHWA) Center for Accelerating Innovation to improve safety along our roadways. Every two years, EDC identifies a number of highway safety innovations that are then supported for rapid deployment. A set of innovations targeted at pedestrian safety was identified within the 2019–2020 EDC cycle. Safe Transportation for Every Pedestrian (STEP) provides a set of pedestrian improvements ranging from small scale signage installation to fully revamped roadway layout through road diets. STEP-aligned projects have been successfully deployed in locations across New Jersey, including a recent pedestrian improvement project along Washington Avenue in the Borough of Carlstadt in Bergen County, New Jersey.

Washington Avenue is a four-lane, bidirectional road with a speed limit of 40 miles per hour. The corridor hosts a number of industrial businesses and therefore witnesses a great deal of truck traffic. Many employees working at these sites arrive by bus and dash across the four lane roadway to avoid walking 700 feet to the nearest lighted intersection at Veterans Boulevard.

In early 2013, a pedestrian fatality occurred along the corridor. According to Christine Mittman, North Jersey Transportation Planning Authority, concerned county officials submitted an application to the North Jersey Transportation Planning Authority (NJTPA) through the Local Safety Program which utilizes Highway Safety Improvement Program funds. In order to develop comprehensive and effective solutions for the corridor, the New Jersey Department of Transportation and NJTPA recommended a road safety audit for a 1.6-mile section of Washington Avenue from Moonachie Avenue to Road A, just north of the Paterson Plank Road.

Figure 1. At this location along Washington Avenue, pedestrians were forced to walk in the travel lane (photo credit: Christine Mittman, NJTPA).

Figure 1. At this location along Washington Avenue, pedestrians were forced to walk in the travel lane (photo credit: Christine Mittman, NJTPA).

A road safety audit is a tool promoted by FHWA to identify safety issues for all users along a designated area of roadway. An independent multidisciplinary team walks the corridor observing and taking notes related to safety concerns, user conflicts, and roadway performance issues. Often the auditors use a standardized form to take notes about each section of the corridor being studied. Some issues that may arise include missing street lights, uneven sidewalks, areas where turning conflicts are common, and high volumes of pedestrians crossing the roadway outside of crosswalks. Additional guidance from FHWA can be found here.

During the Washington Avenue road safety audit, it became obvious that the pedestrian infrastructure along the corridor was insufficient. Paths were worn into the grass along either side of the roadway where sidewalks were missing. Workers crossed the road all along the corridor as trucks flew by. In some areas of the corridor, pedestrians were forced to walk within the vehicular travel lane as the pedestrian right of way was blocked and there was no shoulder along Washington Avenue (see Figure 1). The situation was clearly dangerous.

Once the recommendations were made through the road audit report, the project was advanced through the Local Safety program which included funding for both design and construction. A number of recommendations from the report made it into the final designs, including several pedestrian safety improvements at Barrell Avenue. These recommendations included completing the sidewalk network, relocating the bus stops for safer pedestrian crossings, and extending the Jersey barrier median with fencing along the top. The most innovative part of the design was the installation of a high-intensity activated crosswalk beacon (HAWK) signal, the first of its kind in Bergen County.

A HAWK signal, or Pedestrian Hybrid Beacon, is a traffic control signal that assists pedestrians in locations where a traffic intersection is not signalized.  When pedestrians are not present, the HAWK signal is unlit. But, as its name implies, when the HAWK is activated by the push of a button it proceeds through a light sequence that stops traffic while the pedestrian safely crosses the roadway with a countdown. A video of the HAWK signal control process can be found here.

A HAWK signal was installed just north of the intersection of Barrell Avenue and Washington Avenue for a number of reasons (see Figure 2). The first consideration was the high volume of pedestrian traffic coupled with a lack of traffic control at the T-intersection. Secondly, the area is situated about midway between the two nearest signal controlled intersections with pedestrian crosswalks.  Additionally, the overhead nature of the HAWK plays a much stronger role in capturing drivers’ attention as compared to placing rectangular rapid flashing beacons on either side of the roadway. Bus stops were relocated on either side of Washington Avenue near the HAWK signal to ensure the stops are safely accessible to patrons from both sides of the roadway.

Figure 2. HAWK signal located north of the intersection of Barrell Avenue and Washington Avenue.

Figure 2. HAWK signal located north of the intersection of Barrell Avenue and Washington Avenue.

According to Nancy Dargis from the Bergen County Division of Planning and Engineering, local officials were concerned that drivers would not understand how to respond to the new signal. However, since the project’s completion in late 2018, driver compliance rates have been high according to the Carlstadt Police Department. A post-implementation crash data analysis will be performed once three years of data is available, at which time more details will be available regarding the HAWK signal’s effectiveness on Washington Avenue.

Additional research related to the general effectiveness of HAWK signals is currently being undertaken by an NJDOT-funded study out of Rutgers University’s Alan M. Voorhees Transportation Center and Rowan University. The study seeks to measure both the public’s understanding of the HAWK signal and its effectiveness in increasing driver yielding at pedestrian crossings.  The study will be completed this year.

The Washington Avenue HAWK signal was part of a $4.2 million project improving the safety of a 1.6-mile corridor of Washington Avenue. The project costs included sidewalk installations, drainage, new and upgraded signals, ADA compliance improvements throughout the corridor, guardrail upgrades, and an extended Jersey barrier median with six feet of fencing along the top.

Officials learned during implementation that the fencing along the median barrier would create sight line issues for drivers approaching the crosswalk when pedestrians were in the crosswalk on the opposite side of the road. After some research, they determined the safest course of action would be to take down the fencing for the 100 feet approaching the crosswalk in both directions. Additionally, officials pointed out the importance of installing the HAWK signal at an appropriate location. Specifically, the HAWK signal should not be placed at an intersection in place of a full traffic signal. The Washington Avenue HAWK signal is installed near, but not at, the Barrell Avenue intersection which is a T-intersection with a minimally trafficked side street.

The Washington Avenue HAWK signal was the first HAWK signal installed in Bergen County, and so far it has been a success. The signal has been seamlessly incorporated into the traffic movements in the area and local officials are happy with the results.  Several more HAWK signals are in the works in locations throughout the NJTPA region as officials work to implement safety improvements aligned with the EDC STEP initiatives.

 

RESOURCES

Every Day Counts Initiative: https://www.fhwa.dot.gov/innovation/everydaycounts/about-edc.cfm

Safe Transportation for Every Pedestrian (STEP): https://www.fhwa.dot.gov/innovation/everydaycounts/edc_5/step2.cfm

FHWA Road Safety Audit information and resources: https://safety.fhwa.dot.gov/rsa/

NJDOT videos describing FHWA’s Pedestrian Safety Countermeasures: https://www.njdottechtransfer.net/2019/09/27/njdot-safety-countermeasures-videos/

FHWA HAWK information and statistics: https://safety.fhwa.dot.gov/provencountermeasures/ped_hybrid_beacon/

This article is cross-posted on the NJ Bike & Pedestrian Resource Center blog.

 

A UAS flown during the TRB visit to New Jersey DOT captured an aerial image of the Wittpenn Bridge.

Collaboration Demonstration: New Jersey Hosts State Partnership Visit

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By Stefanie Potapa, Amanda Gendek, and Glenn Stott

Above: A UAS flown during the TRB visit to New Jersey DOT captured an aerial image of the Wittpenn Bridge.

Each year, representatives from the Transportation Research Board (TRB) visit with state departments of transportation (DOTs) to strengthen the partnership between TRB and state DOTs, identify current issues, collect and generate information, and disseminate that information throughout the transportation community.

In late February, Christine L. Gerencher and Andrew C. Lemer of TRB traveled through inclement weather from Washington, D.C., to New Jersey to visit with staff from various New Jersey DOT units. They were met by hosts Mike Russo, Assistant DOT Commissioner, and Amanda Gendek, Manager, Bureau of Research (BOR), as well as more than 40 staff members.

Knowledge-Sharing Opportunity

The annual TRB state visit allowed New Jersey DOT and TRB staff to share knowledge and information on initiatives, issues, and research directions.

The annual TRB state visit allowed New Jersey DOT and TRB staff to share knowledge and information on initiatives, issues, and research directions. Photo courtesy Stefanie Potapa

The annual TRB field visit is an important part of BOR’s program because it provides a forum for New Jersey DOT staff to share such information as research initiatives, new technologies, best practices, lessons learned, or specific problems they are currently facing. The TRB representatives then can transmit that information back to TRB so that other states, industry members, or educational institutions can benefit from it or use it to help solve the identified problem. The TRB visitors also highlight the Board’s range of services to the DOT and help identify potential candidates from New Jersey DOT staff for TRB committees.

Gerencher is a senior program officer at TRB, managing nine committees within the Aviation group and eight committees within the Environmental and Energy Section as well as chairing the editorial board of TR News. Lemer is a senior program officer in TRB’s National Cooperative Highway Research Program (NCHRP), managing a diverse portfolio of NCHRP-sponsored research projects with a focus on transportation asset management, system performance measurement and management, regional development, and agency information and knowledge management.

Kimbrali Davis and Stefanie Potapa of BOR worked diligently to produce the two-day event, collaborating with members of the following New Jersey DOT units and subject areas: Environmental Resources, Capital Investment and Development, Aeronautics, the Unmanned Aircraft System (UAS) Program, Local Aid and Economic Development, and Asset Management. The first day of the field visit allowed Gerencher and Lemer to hear presentations from each invited New Jersey DOT unit, followed by a roundtable discussion. These discussions covered challenges, accomplishments, research needs, and New Jersey DOT participation in various TRB committees and subcommittees.

Field Observations

When using a UAS for inspection, the resident engineer closely follows protocol to operate the camera controls. Photo courtesy Stefanie Potapa

When using a UAS for inspection, the resident engineer closely follows protocol to operate the camera controls. Photo courtesy Stefanie Potapa

The next day, Shukri Abuhuzeima, Executive Regional Manager, Capital Program Management, presented an overview of the Route 7 Wittpenn Bridge construction project, complete with project-related statistics and background. Glenn Stott, UAS Coordinator, then spoke about the agency’s UAS program and briefed the participants on what to expect when they would arrive at the construction site later that morning.

The group then traveled to the construction site, where all individuals were briefed on safety. Stott, UAS pilot Koree Dusenbury, and visual observer Ashley Davis began a UAS flight demonstration to highlight the capabilities of these vehicles in construction project management and bridge inspection applications. For example, using a drone to inspect projects like the Wittpenn Bridge allows inspection personnel to remain safely on the ground rather than being suspended high over a busy waterway. The drone also can move quickly from one area to another, allowing each inspector to view more structure in less time.

Flight Demonstration

The flight began with Davis and Dusenbury conducting a full systems check followed by a detailed briefing of the mission. In his briefing, Dusenbury—a new Federal Aviation Administration–certified UAS pilot in the Bureau of Aeronautics—included current weather conditions, potential hazards, obstructions such as overhead wires, the flight profile, and actions to be taken in the event of an emergency.

TRB senior program officer Christine Gerencher (left) and New Jersey DOT UAS pilot Koree Dusenbury (right) prepare for the flight demonstration.

TRB senior program officer Christine
Gerencher (left) and New Jersey DOT UAS pilot Koree Dusenbury (right) prepare for the flight demonstration. Photo courtesy Stefanie Potapa

The visual observer is the crew’s safety person, who keeps a close eye on potential hazards to the mission. The resident engineer is tasked with ensuring the quality of work; traditionally, this person uses tools such as a bucket truck to inspect the bridge. When using a UAS, however, the resident engineer operates the camera controls and can pan, tilt, zoom, and take photos. The strict and professional communication phrases and safety procedures among the remote pilot, visual observer, and resident engineer during the flight demonstrated impressive coordination and commitment to safety. The remote pilot first communicated each movement of the drone—which then was acknowledged by the crew—before making an input into the UAS controller.

Thanks to a large flat-screen television behind the rear seats of the New Jersey DOT Bureau of Aeronautics drone SUV, visitors and staff were able to observe everything on the control screens of the UAS operators and inspectors during the flight, in real time. This arrangement minimizes crew distractions and maximizes the level of detail available for resident engineers and other observers to evaluate. The large screen also displays flight telemetry, such as battery levels, altitude, speed, and camera settings. The inspection camera’s optical zoom is capable of 30x magnification, so the drone can safely fly 20 feet away from a bridge and can still zoom in to magnify critical areas needing closer inspection.

Gerencher commented that the format of the visit could be used as a model for other states on how to prepare for annual TRB state partnership visits.

Potapa is Research Project Manager, Bureau of Research; Gendek is Manager, Bureau of Research; and Stott is Unmanned Aircraft Systems Coordinator, Bureau of Aeronautics, New Jersey Department of Transportation, Trenton.

Click here for a PDF of this article.

This article originally appeared in TR News, January-February 2020 issue. TR News is copyright, National Academy of Sciences, Engineering, and Medicine; posted with permission of the Transportation Research Board.