The Transportation Curriculum Coordination Council (TC3)'s mission is to develop and maintain a quality training curriculum to enhance the competency of the nation's transportation Construction, Maintenance, and Materials technical workforce. TC3 is a state-based initiative adopted as a Technical Service Program within AASHTO.
The TC3 Online Video Library contains playlists of instructive videos on Construction, Maintenance, Materials and Traffic and Safety. TC3 has a library of more than 250 online training modules covering a variety of topics in the three primary disciplines.
TC3 helps states, local government, and industry save money at a critical time of infrastructure investment through course development, web-based trainings, information, and resource sharing that is available at substantially reduced cost. The TC3's website has additional resources available here about AASHTO's Techical Services Program.
The Federal Highway Administration's (FHWA) Talking TIM webinar series provides best practices, new technological innovations, and successful implementations. The webinar series provides a forum where TIM champions with any level of experience can exchange information about current practices, programs, and technologies. Each month, the FHWA TIM Program Team seeks to feature content that highlights successful programs, identifies best practices, and showcases technology that advances the profession.
January 2021: The International Association of Fire Chiefs (IAFC) Role in TIM, Digital Alert Pilots in St Louis and Kansas City, and FHWA Every Day Counts Round Six (EDC-6) NextGen TIM Overview
February 2021: Innovative Tools for Responder and Road Worker Safety
March 2021: AASHTO's Role in TIM, Nebraska Tow Temporary Traffic Control Program, Fire Truck Attenuators for Temporary Traffic Control, Massachusetts Legislation for Driver and Responder Safety
April 2021: Wisconsin's Traffic Incident Management Enhancement (TIME) Program, City of Seattle TIM and Response Team Program, and North Central Texas Council of Governments (NCTCOG) TIM Innovations
May 2021: National Highway Traffic Safety Administration's (NHTSA) Role in TIM, Incident Detours Involving Railroad Crossings, Washington State's TIM Program and Virtual Coordination, and Responder Vehicle to Traffic Management Center Video Sharing
June 2021: Unmanned Aerial Systems (UAS) for Traffic Incident Management
July 2021: Lubbock Fire and Rescue Helmet Innovation, RESQUE-1 Electric and Hybrid Vehicle Assistance, Geographically-Tagged Information from Travelers
August 2021: CDOT TIM for Localities, Texas Commission on Law Enforcement TIM Training Requirement, Schertz Fire and Rescue TIM Training Institutionalization, Institutionalizing TIM training for EMS Professionals in Georgia
September 2021: Rural Roadway Strategies for Incident Management
October 2021: Autonomous Truck Mounted Attenuator Testing and Implementation in Colorado, Autonomous and Driverless Pilots for Large Trucks in Arizona, Rural-Focused Towing Programs in Florida
November 2021: National Kickoff: Crash Responder Safety Week 2021
December 2021: In-Cab Incident Alerts for Commercial Vehicles
January 2022: Illinois TIM Program Overview and Training Video Use, Law Enforcement and First Responder Interactions Plans for Automated Driving Systems (ADS), Total Solar Eclipse Planning for 2023 and 2024
February 2022: Public Safety Announcements across Nine States for Motorist and Traffic Incident Responder Safety, TIM Video Sharing Use Cases: Findings from the Recent EDC-6 Next Generation TIM Workshop, TRACS and MACH: Software to Simplify Electronic Crash Reporting and Computer Aided Dispatch (CAD)
March 2022: Outreach for Responder Safety through Collaborations with the American Automobile Association (AAA) and the Towing and Recovery Association of America, North Carolina Tethered Unmanned Aircraft Systems (UAS) Program, and Advanced Responder Warning through Safety Vests Fueled by Video Analytics
April 2022: Smart Lighting Strategies for Responder Vehicles, Incident Response After Action Reviews Using Unmanned Aerial Systems (UAS) Imagery, Incident Response After Action Reviews Using Unmanned Aerial Systems (UAS) Imagery
May 2022: Data Use and Visualization, Promoting Roadway Safety Through Move Over Law and Responder Struck-By Awareness, The New Jersey TIM Program
June 2022: Ohio DOT Quick Clear Demonstration, Electric Vehicle Battery Fires and the TIM Timeline, Montana's TIM Program
July 2022: The National Unified Goal: What Is It and How Do We Make It Relevant?, Planning and Responding to Special Events in Minnesota, Iowa DOT TIM Program Overview and Strategies for Quicker Incident Detection
August 2022: Overview of the Florida Heartland TIM Committee and Florida's Expanded Deployment of Cameras on Road Ranger Vehicles, What's New for the 2022 TIM Capability Maturity Self-Assessment, The TIM National Unified Goal: Relevancy of the TIM NUG Strategies
September 2022: Move Over and Responder Safety Technologies, Houston Traffic Incident Management and Training
National Unified Goals Review and Feedback.
January 2023: Mitigating Work Zone Traffic Incidents Using Unmanned Aircraft Systems (UAS), Every Day Counts Round 7 (EDC-7) Innovation, Next Generation TIM: Technology for Lifesaving Response, Traffic Incident Management National Unified Goal (NUG) Review and Feedback, Part 3
February 2023: Findings from Move Over Compliance and Responder Safety Technology Research, After Action Review of a Multi-Vehicle Fire, EDC-7 Summit Debrief: TIM Technologies for Saving Lives.
March 2023: Light-emitting diode (LED) Temporary Traffic Control Devices for Digital Motorist Alerts, Moveable Barriers and Debris Removal Systems, National Secondary Crash Research.
April 2023: Responder to Vehicle (R2V) Alerts in the District of Columbia, The Role of Medical Examiners in TIM, New Audience Listening Session
On July 10th, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! webinar, “Advanced Reinforced Concrete Materials for Transportation Infrastructure.” Welcoming remarks were given by Mansi Shah, Manager of the Bureau of Research, who turned over the session to its moderator, Omid Sarmad, a member of the NJDOT Technology Transfer Project Team. The presentation was conducted jointly by the Co-Directors of New Jersey Institute of Technology’s Materials and Structures Laboratory (MATSLAB), Dr. Matthew Bandelt, and Dr. Matthew Adams.
Researchers described the durability issues for concrete including corrosion, shrinkage, salt scaling, and freeze-thaw cycles.
Transportation infrastructure systems must resist conditioning from the natural environment and physical demands from service loading to meet the needs of users across the state. Deterioration leads to costly and timely durability and maintenance challenges. This presentation provided a background on the state-of-the-art of advanced reinforced concrete materials that are being investigated to improve reinforced concrete transportation infrastructure. The duo, both Associate Professors at the New Jersey Institute of Technology, spoke about the team’s research conducted to assess the mechanical properties and long-term durability of these systems.
Dr. Bandelt opened the presentation with an overview of the MATSLAB where the work was conducted, and the motivation which led to the project. The demand for the research was initiated by the various durability issues that exist in concrete, in particular corrosion, shrinkage, salt scaling, and freeze-thaw cycles. These issues are exacerbated in New Jersey due to the climate and the large-scale adoption of concrete throughout the state. A variety of different concretes were evaluated in the project, such as Ultra-High Performance Concrete (UHPC), Engineered Cementitious Composite (ECC) and a Hybrid Fiber Reinforced Concrete (HyFRC), each having its own unique mechanical properties.
Researchers described a multi-physics time-dependent modeling framework that considers the structural response, materials ingress and electrochemical reactions.
The experimental testing program involved mechanical testing, corrosion testing, testing in freezing environments, and shrinkage testing. Corrosion testing of ductile and normal concrete systems used a chloride ponding test method with exposure to an aggressive environment for over one year. Various steel reinforcing bars were studied, and systems were tested in uncracked and pre-cracked conditions. Freeze-thaw and salt-scaling experimental activities were conducted, using mixes that were commonly used by NJDOT. Drying shrinkage behavior of the ductile and normal concrete systems was also investigated. Dr. Bandelt and Adams developed a numerical modeling approach to simulate the corrosion behavior of ductile concrete systems to understand the long-term performance. The results of the durability testing showed that UHPC had the best performance across the board, and that ductile concrete systems had improved durability.
The professors then described their life-cycle cost modeling methodology, which was completed to assess the costs of a representative bridge-deck made with normal reinforced concrete. There are primarily two ways to evaluate service life; experimental evaluation which describes the physical testing of materials is accurate and intuitive, while numerical evaluation is more cost efficient, time efficient, and more easily extrapolated to various scenarios. There are gaps however in numerical modeling, mainly the lack of inclusion of cracks, corrosion behavior, and boundary conditions. The team sought to develop a framework to simulate the long-term durability of a select group of materials under the combined effects of mechanical loading and environmental conditioning.
The research showed that their framework was effective in service life evaluation, and that most importantly, UHPC bridge deck experienced slower deterioration under the same traffic load and environmental conditions. The reinforced UHPC beams and reinforced UHPC bridge decks exhibited excellent resistance to chloride penetration and corrosion propagation according to the modeling results. The structural deteriorations of the reinforced UHPC systems were also significantly slower compared to that of reinforced normal strength concrete systems. The study also showed that chloride induced corrosion performance is affected by the initial damage pattern, which depends on the structure and loading conditions. This means that it becomes important to consider the structural configuration, traffic loading conditions, and climate characteristics to assess the long-term durability of an advanced reinforced concrete system.
Afterwards, Dr. Bandelt and Adams both participated in a Q&A with the audience.
Q. UHPC seems to be advancing in the bridge industry. What are the biggest challenges looking forward on the rehabilitation of bridge decks?
A. Yes, it’s advancing quite rapidly. The FHWA has a website where you can see all the projects where UHPC was deployed, and if you plot the number of projects over time, you’ll see nearly an exponential growth. Part of that is due to the fact that there is a lot of research going on, and a lot new standards coming out. Organizations like AASHTO and ACI have released a lot of design guidance that has helped spur adaptation.
Still, the biggest challenge is getting new people used to using these design methods. As we move past some of that, I think we’ll see adoption continue to increase. UHPC may not be the right solution for every project, but there are many beneficial uses for which it will be the most appropriate tool to achieve long lasting sustainability.
Q. Regarding the resilience of concrete: Are advanced reinforced concretes better able to handle the freeze/thaw cycles that could be outcomes of climate change? If so, do you have any modeling projection to show how it fairs in comparison to regular concrete?
A. We haven’t done any specific modeling in comparison to traditional concrete in relation to climate change, but in general these systems are more resilient. They simply perform better; as you saw in our research, after 300 cycles we saw virtually no damage from freeze/thaw cycles in the system. When you see that level of performance in these accelerated tests which are quite aggressive, you can extrapolate that these advanced reinforced concretes will simply perform better.
Q. Why did the HyFRC showed much higher free shrinkage than HPC? Is the HyFRC mix design different from HPC other than fibers?
A. The mix design of the HyFRC is a bit different. One thing in particular is that even though it has those blended fibers, it has a significantly higher water to cement ratio. So because it has more water, it is a bit more prone to drying shrinkage. With UHPC that turns out to be less of a concern because it’s much stronger and is not as susceptible.
Q. Could your modeling adjust relative humidity to a more wet and hot climate in the future?
A. Yes, absolutely. The case study we looked up was in New Jersey, but we can modify that to be in any setting so you can see where it would be geographically advantageous to use certain systems.
Q. Can you explain more about the deterioration we saw in slide 66?
Video Recording of Lunchtime Tech Talk!, Advanced Reinforced Concrete Materials for Transportation.
A. Basically what we did was look at tensile strains throughout a bridge area. The colors coincide with different levels of tensile strain. We counted up areas that were in different sections, and based on the percent area that we saw that was damaged, and we would use a multiplier to create a rating system.
To view a copy of the presentation, please click here.
NJDOT’s Route 71 Shark River Bridge Preservation and Road Diet project has been selected as a regional winner in the 2023 America’s Transportation Awards Competition. The competition is sponsored by the American Association of State Highway and Transportation Officials (AASHTO), AAA, and the U.S. Chamber of Commerce.
The Route 71 Shark River Bridge Preservation and Road Diet project received honors in the Operations Excellence, Small category. This year’s regional winners were chosen from a selection of 19 projects nominated by nine states in the Northeast Association of State Transportation Officials (NASTO) region. The NASTO region’s winners will compete for the National Grand Prize, the People’s Choice Award, and $10,000 in cash awards that will be given by the winners to a transportation-related charity or scholarship program of their choosing.
After the Route 71 Drawbridge over Shark River between Belmar and Avon-by-the-Sea in Monmouth County suffered a mechanical failure in September 2021, engineers devised a cost-effective design and implementation solution that would preserve the drawbridge and keep it in safe operation.
NJDOT implemented a road diet across the bridge, which allowed the Department to address safety issues. Traffic over the bridge was reduced from one northbound lane and two southbound lanes to one lane in each direction.
With the lane configuration reduced to one lane in each direction, NJDOT was able to extend bicycle lanes that previously terminated in Avon-By-The-Sea across the drawbridge into Belmar. Previously, bicyclists needed to dismount and walk their bicycle across the bridge. The extended bicycle lanes were accomplished using an innovative fiber-reinforced-polymer mat on the bascule span. The mat is the first of its kind in New Jersey and provides a safe crossing of a steel-grid deck for bicycles. The extended bicycle lanes provide connectivity between both downtown areas and area heavily utilized by bicycle traffic year-round.
Safety improvements to the Rt 71 over Shark River Drawbridge Included a bicycle safe grid on the draw span which allows bicyclists to cross without the need to dismount.
NJDOT was able to improve traffic flow at the Fifth Avenue intersection with the road diet project. Previously, two southbound lanes crossing the drawbridge on Route 71 were a source of traffic backups with left turning vehicles occupying the left lane, compounded by an abrupt merge south of Fifth Avenue. The merge that previously existed on Route 71 south of Fifth Avenue in downtown Belmar was eliminated with the road diet project. The road diet configuration retained one through lane southbound and installed a dedicated left turn lane at the Fifth Avenue intersection. Signal timings were changed, and a protected left turn phase added to further improve traffic flow. Careful monitoring of traffic throughout the year, and especially during bridge openings, have shown that the road diet lane configuration greatly improved traffic flow.
The Route 71 Drawbridge Project over Shark River, completed in May 2022, delivered several benefits, including improved traffic flow, reductions in traffic congestion, increased safety and an enhanced cycling experience for users navigating a busy shore community tourism area.
Road Diets are a safety-focused alternative to four-lane, undivided roadways that can help reduce vehicle speeds and free space for alternative transportation modes. Road Diets were a recognized model innovation during the 3rd Round of the Every Day Counts Program (EDC-3) Program.
Additional information about the rationale, design and benefits of advancing this innovative bridge safety and road diet project can be found in the video here and in this NJDOT press release.
FHWA recently released its EDC-7 Summit Summary and Baseline Report that can be found here.
EDC-7 Summit Summary and Baseline Report includes information on each states plan to advance the innovations being promoted in Round 7.
The Report highlights the Every Day Counts innovations that FHWA is promoting in the program’s seventh round (EDC-7) and includes the baseline deployment status of the innovations at the beginning of 2023 and the goals for adoption set by each of the states over the two year, 2023-2024 period.
The report also shares highlights from the EDC-7 Virtual Summit held in February 2023, including remarks from transportation leaders given during the summit’s opening sessions on the three focus areas of EDC-7—improving safety for all users, building sustainable infrastructure, and growing an inclusive workforce.
The NJ STIC’s baseline assessment of its deployment status for the innovations being advanced by its Core Innovation Area (CIA) Teams during Round 7 can be found in the FHWA report. Click the “EDC-7” button on our NJ STIC Innovative Initiatives page to learn more about the priority innovations, goals for deployment and planned activities for Round 7.
Every Day Counts (EDC) is the Federal Highway Administration’s (FHWA’s) program to advance a culture of innovation in the transportation community in partnership with public and private stakeholders. Through this State-based effort, FHWA coordinates rapid deployment of proven strategies and technologies to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and integrate automation.
This is just a small sampling of research on this topic in 2022 and 2023. Check out these search results discoverable through TRID (including current research projects) and Google Scholar. As shown here, links to recent searches can be saved to collaborate and share with colleagues. The links display the scale and breadth of materials that can be easily discovered.
Check out the TRB Library Snap Search (research guide) tool on social equity and underserved populations to learn more about research projects recently completed, ongoing and upcoming and links to other reports and relevant research panels overseeing research.
NJDOT’s Research Library web page includes a “hot topic” link to the “Diversity, Equity and Inclusion” (DEI) topic that can be accessed here: TRID Searches – NJDOT Technology Transfer. Close inspection of the saved TRID search will reveal that a large set of “index terms” (18 items) were used to perform this wide-ranging search; researchers, of course, can narrow their search quickly to a subset of items (e.g., environmental justice, barrier free design, civil rights, etc.)
State of New Jersey employees also have access to research tools, including specialized databases from ProQuest and EBSCO, through the New Jersey State Library. Your State Library card is the key to accessing these resources. Just complete this form to register for a State Library card.
And … did you know that many AASHTO reports and technical manuals are available electronically to NJDOT employees? These reports are available through the NJDOT Research Bureau’s SharePoint site. The State Library’s research guide also lists the availability of print and CD-ROM versions of AASHTO’s “featured/essential” publications.
Please contact the NJDOT research librarian, Eric Schwarz, MLIS, at (609) 963-1898, or email library@dot.nj.gov, for assistance in your transportation research.
The Federal Highway Administration’s National Highway Institute (NHI) is offering several environmental web-based training courses addressing climate change through adaptation and resilience. The courses are aimed primarily towards the needs of transportation personnel who work in engineering, design, and project development/NEPA units in transportation agencies (mainly State DOTs). The courses will also be relevant to those interested in planning, asset management, operations, and maintenance. Expected participants include experienced staff from State DOTs, local governments, Tribal governments, Federal State agencies, and consultants.
The free Web-based Trainings (WBTs) are prerequisites for an in-person Instructor-Led training course.
Understanding Past, Current and Future Climate Change (FHWA-NHI-142081, 2 HOURS, free). This dynamic WBT will provide participants an introduction to: future projections of various climate variables including precipitation, temperature, and sea levels; climate science principles; and, an overview of potential impacts of these changes on transportation facilities.
Systems Level Vulnerability Assessments (FHWA-NHI-142083, 2 HOURS, free). This WBT introduces participants to vulnerability concepts to understand extreme weather impacts on roadway infrastructure. Participants will learn the purpose of systems level vulnerability assessments, the various techniques used to conduct them, and how to use their results.
Adaptation Analysis for Project Decision Making (FHWA-NHI-142084, 2 HOURS, free). This WBT introduces participants to conducting facility-level adaptation assessments for project development processes. Learners will be introduced to risk-based approaches to develop and evaluate adaptation options and select an adaptation strategy.
Addressing Climate Resilience in Highway Project Development and Preliminary Design (FHWA-NHI-141085(A)) course is an Instructor-led Training (ILT) where participants will incorporate resilience concepts into engineering analysis, identify appropriate resilience strategies and recognize potential linkages between adaptive project development and environmental processes. Learners will also be introduced to project-level adaptation assessment methods.
Integrating Sustainability into Infrastructure Design and Decision Making: Core Module (FHWA-NHI-131134A, free) is a basic level training course. Upon completion of the course, participants will be able to: 1) Identify the 3 pillars of sustainability (economic, environmental, and social) and their importance in infrastructure decision-making; 2) Describe tradeoffs and context sensitivity through specific examples from the domain of transportation; and 3) Given the phases of transportation decision-making, give examples of how sustainability metrics can be incorporated into each phase of the transportation decision-making.
Introduction to NEPA and Transportation Decision-making (FHWA-NHI-142052, free).This WBT describes Federal Highway Administration’s approach to the NEPA transportation decision-making process. That process considers impacts of transportation projects on the human and natural environment while balancing with the public’s need for safe and efficient transportation. This training covers NEPA regulations, policies, and guidance defined by the Council on Environmental Quality and FHWA.
Fundamentals of Environmental Justice (FHWA-NHI-142074, 5 HOURS, free).Fundamentals of Environmental Justice (WBT) explains how environmental justice, or EJ, applies to each stage of transportation decision making. In this course, participants are presented with a variety of strategies and resources for considering EJ throughout the transportation decision-making process.
Bicycle Facility Design (FHWA-NHI-142080, 8 HOURS, free). This course covers principles of bicyclist safety, comfort, and connectivity, selection of bikeway type and associated design considerations, and national planning and design resources. This course helps practitioners deliver high-quality, safe, multimodal projects efficiently and effectively by delivering critical planning and design information.
Air Quality Planning: Clean Air Act Overview (FHWA-NHI-142068, 1.5 HOURS, free). The purpose of this training is to provide participants with an overview of air quality planning, including requirements, processes, interactions with and implications for, transportation planning and project development. This is the first in a series of air quality Web-based trainings (WBTs).
The FHWA will present an eight-part webinar series on the EDC-6 Implementation Initiative for Digital As-Builts (DABs). The all-encompassing webinar series is designed to increase overall understanding of DABs and how to advance their implementation, demonstrate practical benefits, address barriers to DABs implementation, showcase practical solutions, and establish DABs best practices.
Building blocks of DABs
Benefits and opportunities
Processes for implementing and institutionalizing DABs
NJDOT, like other State departments of transportation (DOTs), has become increasingly conscious of infrastructure’s environmental burdens and are seeking more environmentally sustainable materials in construction. Recently, we spoke with Kimberly Sharp, Manager, Structural Design, Geotechnical Engineering and Geology, and Mohab Hussein, Project Engineer, Deputy Chief Technical, Geotechnical Engineering about NJDOT’s adoption of Foamed Glass Aggregate which serves an example of the deployment of an innovative, sustainable material.
To make foamed glass aggregate, crushed container glass is collected from recycling companies, finely ground into powder and mixed with a foaming agent, and sent through a kiln and softened. Bubbles form within the softened glass. When it cools, the material cracks and forms lightweight, coarse, foam-like aggregate pieces that can be used in various transportation construction projects.
Q. How did you learn of this material?
Foamed glass aggregate in use on the pilot project at Rt. 7 Wittpenn Bridge, Kearny
Aero Aggregates in Eddystone, Pennsylvania, reached out to the Department in 2018 to provide a technical presentation on foamed glass aggregate. An industry presentation is an established step in NJDOT’s process for exploring new technologies. If we are interested in the product, as we were in foamed glass aggregate, we start a pilot project.
Q. When did NJDOT begin using foam glass aggregate?
Our pilot project was the Rt. 7 Wittpenn Bridge in Kearny, NJ in 2019. Use of this material replaced 32,000 cu.yds. of regular fill and saved almost 28 million bottles from the landfill. We used the material for a crossover from one side of the road to the other. We built it and let the contractor use the area for six weeks with heavy equipment traveling over it. We maintained survey equipment at the site and looked for settlement and any lateral spreading and nothing moved.
Q. What have been the most common uses?
For us at NJDOT, the most common uses have been as fill underneath roadways to raise the profile, behind existing abutments where we were putting in a new backwall and new girders and we wanted to lighten the lateral forces on the backwall, as backfill to the approach to a bridge, to resolve sheeting issues on a project, and as backfill behind a temporary wire wall.
Foamed glass aggregate placed behind an abutment on I-80 over Rockaway River, Denville
We have very soft, compressible soils beneath some of our roadways, and in areas of high tide or frequent flooding, therefore we want to raise the elevation of the roadway. Using heavy, natural fill material beneath the pavement box can lead to pavement that ultimately would ride like a roller coaster due to uneven settling. A less costly approach is to over-excavate the existing soil and place with the foamed glass aggregate. At 22 lbs./cu.ft., the aggregate is buoyant, so regular weight soil is placed over it to weigh it down, and then the pavement box is built on top of the soil. Use of the aggregate lessens the amount of settlement and results in a nice smooth roadway.
Q. Who are suppliers of this material?
Aero Aggregates is the supplier that we work with. They recycle glass from Pennsylvania and from a southern New Jersey recycling center. We appreciate that they are using local materials.
Q. What are the environmental benefits of using this material? What is it replacing?
Foamed glass aggregate is saving millions of bottles from landfills. This material is made of 100 percent recycled material. In addition, the material replaces traditional backfill that would be quarried, and so minimizes depletion of natural resources. It also minimizes use of other material such as rebar, concrete and other foundation elements. In addition, it is lightweight, about half the weight of regular lightweight fill material, and so reduces transportation emissions. There are associated cost savings to its use.
Aggregate being applied behind wire wall on Fish House Road, Kearny
Q. Is there an ongoing assessment process for use of this material, or is it an established process?
We had questions in the beginning. The material was so light that we worried about its durability. The manufacturer provided results from testing and we tested the material in the field. Use of foamed glass aggregate is an established process at NJDOT. The material was first used in Germany in the 1980s, and in Norway in the 1990s to prevent rutting of pavements because it has good insulating qualities. It is useful in cold regions.
Q. Are there limits to the transportation construction applications where this material can be used?
Foamed glass aggregate has its own compaction requirements; it is lightly compacted or graded out with lightweight equipment to avoid crushing of the aggregate. As mentioned above, it requires capping to weigh it down. Pavement design engineers want several inches of regular weight soil between the lightweight aggregate and the pavement box.
Q. What is the state of industry knowledge and acceptance of the use of this material?
It is still early in the process of nationwide adoption. New Jersey is one of the first states to implement use of the material on our projects. We have received calls from many state DOTs asking how we began using it, and about our experience of using it in lieu of other lightweight material, so word is getting around. Aero Aggregates used it in Philadelphia around I-95. The industry is working on starting up new plants. Word is spreading through the contracting community. The first contractor that used it with us liked it so much they eliminated all other lightweight types of materials in the contract bid items. Through word of mouth, other design consultants and Contractors have picked up on use of the material.
Q. Do you have current projects where this is being used and do you anticipate continued use of the material in the future?
View video on YouTube or access it from the NJDOT Platform
Yes, and we have some in design, and we will include foamed glass aggregate in the contract for future projects for consideration.
For future projects, we have not used foamed glass aggregate behind structural walls as yet, although we know it has been used in Philadelphia, and we are considering that application.
The Department is also considering applications related to temporary water storage in flood areas. Our current and past projects are using closed cell foamed glass aggregate, but an open cell aggregate is available. Its porosity might be beneficial in flood mitigation and other resiliency projects.
We really like the product and look forward to expanding its use. We are always looking for new technologies and this is one that will continue to be of great benefit.
Q. What do you consider to be the keys to the successful adoption of the material?
Agency willingness has been the key to successful adoption of this innovative material.
The NJDOT Research Library maintains a “Did You Know” page to share basic facts about the research library, transportation research resources, and newly issued publications available through AASHTO and the ASTM COMPASS Portal.
Hot Topic Searches are available on the TRID Searches page
The Research Library maintains a "TRID Searches" page that contains a list of recent publications indexed in the TRID database organized by 37 subject areas. NJDOT’s Library also maintains "Hot Topic" searches that contain the projects and publications issued in the last five years on several topics, including: Transformational Technologies; Planning & Safety; Resilience; Sustainability; Diversity, Equity and Inclusion; and Workforce Recruitment and Retention.
TRID (Transport Research International Documentation) is the world's largest and most comprehensive bibliographic resource on transportation research information. It combines the records from the Transportation Research Information Services (TRIS) database of the Transportation Research Board (TRB) and the Joint Transport Research Centre’s International Transport Research Documentation (ITRD) database of the Organisation for Economic Co-operation and Development (OECD).
TRID helps researchers locate solutions to problems, avoid duplication of work, and save resources. It includes records of AASHTO publications, federal and state DOT reports, University Transportation Center (UTC) reports, and commercial journal literature, among other sources. It also satisfies the U.S. Federal Highway Administration (FHWA) requirements to consult TRB's TRIS databases to identify ongoing or previously completed research on a given topic.
Recent NJ Publications in TRID
If you are looking, you can find publications with New Jersey identifiers and/or prepared by NJ research institutions. A quick scan of TRID uncovered these recently added records in the TRID database displaying recently completed research publications:
Please contact the NJDOT research librarian, Eric Schwarz, MSLIS, at (609) 963-1898, or email at library@dot.nj.gov for assistance on how to expand your search to projects, or retrieve these or other publications.
