NJDOT Tech Talk! Webinar – Research Showcase: Lunchtime Edition 2023

Posted on May 3, 2023May 4, 2023

On April 26, 2023, the NJDOT Bureau of Research hosted a Lunchtime Tech Talk! webinar, “Research Showcase: Lunchtime Edition!”. The event featured three important research studies that NJDOT was not able to include in the NJDOT Research Showcase virtual event held last October. The Showcase serves as an opportunity for the New Jersey transportation community to learn about the broad scope of academic research initiatives underway in New Jersey.

Video Recording: 2023 Research Showcase Lunchtime Edition

The three research studies explored issues at the intersection of transportation and the environment and the advancement of sustainable transportation infrastructure. The presenters, in turn, shared their research on the design and performance evaluation results of harvesting energy through transportation infrastructure; the properties of various materials used in roadway design treatments to effectively quantify and mitigate stormwater impacts of roadway projects; and analytical considerations inherent in estimating road surface temperatures to inform the development of a winter weather road management tool for NJDOT. After each presentation, webinar participants had an opportunity to pose questions of the presenter.

Presentation #1 – New Design and Performance Evaluation of Energy Harvesting from Bridge Vibration by Hao Wang, Associate Professor, Civil and Environmental Engineering, Rutgers Center for Advanced Infrastructure and Transportation (CAIT)

Dr. Wang noted that energy harvesting converts waste energy into usable energy that is clean and renewable for various transportation applications. Energy harvesting projects can be large scale (solar or wind energy solutions) or micro-scale (providing power for lighting, self-powered sensor devices, and wireless data transfer).

In this project, the large scale application considered the use of photovoltaic noise barriers (PVNBs) which integrate solar panels with noise barriers to harvest solar energy. His research developed energy estimation models at the project- and state-level for a prototypical design installation of noise barriers.

In his presentation, Dr. Wang focused on the micro-scale application that employed piezoelectric sensors on bridge structures. He noted that piezoelectric energy harvesting can be achieved by compression or vibration. He explained that traffic and winds cause roadway bridges to vibrate. This movement subjects the piezoelectric sensors to mechanical stresses or changes in geometric dimensions which create an electric charge.

Piezoelectric energy harvesting is affected by the material, geometry design of the transducer, and external loading. Instead of embedding sensors in pavements, the researchers sought to attach the sensors to the bridge structure imposing less impact on the host structure and increasing the ease of installation. They developed and evaluated new designs of piezoelectric cantilevers to create a range of resonant frequency to match with bridge vibration modes.

Multiple degree-of-freedom (DOF) cantilever designs were tested in the laboratory, and in full-scale tests. The goal was to customize the design to maximize power outputs resulting from bridge vibrations. Multiple cantilever design options were examined with adjustable masses. Simulation models were developed for estimating energy harvesting performance and to facilitate the optimization of mass combinations through quantitative models.

The researchers used finite element models to simulate the effect, and assessed the model in the laboratory to manage the voltage output of various designs. Bridges have multiple vibration frequencies under different vibration modes, on the bridge structure and the span. A full-scale bridge test was conducted using the Rutgers-CAIT Bridge Evaluation and Accelerated Structural Testing lab (BEAST) to give sample voltage outputs from cantilevers.

Future research will be needed to explore the effect of loading speed that takes into consideration the variable speeds on a bridge something that was not captured in the laboratory testing.

Findings of the research included: multiple degree of freedom (DOF) cantilevers can generate considerable energy when resonant frequencies match vibrational frequencies of the bridge structure; finite element modeling can predict resonant frequencies of multiple-DOF cantilevers as validated by experiments and ensures that numerical models can be used to explain the relationship between resonant frequency and mass combination for optimized design; and the proposed cantilever designs and optimization approach can be used for piezoelectric energy harvesting considering a variety of vibration features from bridges under different external conditions.

Dr. Wang responded to questions following his presentation:

Q. How far below the asphalt are the sensors placed and how often do they need to be replaced?
A. For this project, the installation in this phase used a magnetic fixture to attach the cantilever to the girder. The installation procedure was easy for this phase. For a field installation, we will need to consider more thoroughly the mount and durability but did not need to address this during this phase and we do not have real-world data now to share about that.

Q. Would the vibrations be amplified with the cables?
A. The cables on the real bridge – if we attached to the cable the vibrations would be less, which is why we attached them to the girder.

Presentation #2 – Impacts of Vegetation, Porous Hot Mix Asphalt, Gravel and Bare Soil Treatments on Stormwater Runoff from Roadway Projects by Qizhong (George) Guo, Professor, Civil and Environmental Engineering, Rutgers Center for Advanced Infrastructure and Transportation

Dr. Guo described the effect of increased impervious coverage in urban locations that leads to increased surface water runoff. Transportation agencies are required to assess and mitigate the stormwater runoff impacts of roadway projects. The project explored the effect on runoff of use of gravel, vegetation, porous Hot Mix Asphalt (HMA), and bare soil. Areas where these materials would be used include the roadway right-of-way, medians, and beneath guiderails.

Variables explored in lab testing included subsoil hydraulic conductivity, rainfall intensity and rainfall duration. The researchers used the Curve Number (CN) method for estimating direct runoff from rainstorms. Lab testing involved a column of soil with little lateral flow and limited depth to the level representing the water table. To apply lab findings to field conditions, the regression equation of Curve Number versus the infiltration rate obtained from the laboratory measurements can be applied after replacing the laboratory-measured infiltration rate with the field-measured subsoil hydraulic conductivity or assigned hydrologic soil groups.

This research resulted in Curve Numbers for bare soil and vegetation similar to the established CNs for dirt (including right-of-way) and open space (lawns, fair condition). The estimated CNs for gravel were significantly smaller than the established CNs for gravel (including right-of-way). The research resulted in CNs for porous HMA but no comparison can be made as there is no established CN for this material. The project could help NJDOT in seeking approval of the Curve Numbers for gravel and porous HMA from regulatory agencies. In addition, the study affirmed the use of pervious surfaces and the effectiveness of stormwater runoff reduction to restore natural hydrology.

Following the presentation, Dr. Guo responded to questions asked through the chat feature:

Q. What are preventative measures to avoid porous HMA clogging?
A. Sediment source control is needed to prevent dirt and dust from entering the porous HMA. If the area around the pavement is subject to erosion, runoff carries this dirt or sand into the material. If the material becomes clogged, a vacuum is needed to clean it.

Q. Can we disperse runoff in roadway drainage systems as opposed to collection?
A. There are several ways to disperse runoff, such as by the use of rain gardens, a horizontal spreader, or use of a stone/gravel strip to spread the runoff.

Some questions were submitted in the Chat and, due to time constraints, were answered by Dr. Guo after the Tech Talk.

Q. We recently had a project meeting during concept development where we suggested porous asphalt for guide rail base. Another team mentioned they would prefer we not use PHMA due to it clogging over time and basically becoming HMA. What research has been done on PHMA effectiveness over time, and what can be done to remedy reduced flow (if it does occur)?
A: The clogging of porous hot mix asphalt (PHMA) and other porous pavement varieties is undeniably a significant and pressing issue. Our study for NJDOT did not tackle the problem of clogging, but other researchers have conducted relevant investigations, and more targeted research is anticipated. The most effective method to reduce clogging is by preventing excessive coarse sediment from entering PHMA and other porous pavements. Special care should be taken to maintain the surrounding landscape in order to mitigate soil erosion, and not to apply sand to any of the road surfaces for snow abatement. Alternatively, sediment in the runoff can be captured or filtered using a swale or gravel strip before it enters the PHMA or other porous pavement areas. Implementing a proactive inspection and monitoring system for clogging is also essential.

In cases where PHMA or other porous pavements become clogged, a vacuum street sweeper or regenerative air sweeper can be employed to dislodge and remove the solid materials. However, traditional mechanical sweepers should be avoided, as they may cause the solids to break down or force particulates deeper into the porous spaces, exacerbating the clogging issue in porous pavements.

Q. Did you use the same course stone mix in the NJDOT specs for the course stone non-vegetative surface. I assume you are calling this gravel.
A: Yes, the NJDOT construction specifications were adhered to in the design of the laboratory setup for all four land treatment types: gravel, porous hot mix asphalt, vegetation, and bare soil. These specifications can be found in the “Roadway Design Manual (2015)”, “Standard Construction Details (2016)”, and “Standard Specifications for Road and Bridge Constructions (2019)”. Comprehensive details are provided in Table 13 in Appendix A of our Final Report for the research project (FHWA-NJ-2023-004).

Q. What compaction did you use for the porous HMA? We usually use only a small portable tamper machine in the field with about 2 passes.
A. In our laboratory, a gyratory compactor was employed for the compaction of the porous HMA samples tested. Two relevant sentences in our Final Report for the research project (FHWA-NJ-2023-004) state: “For the porous asphalt land treatment, cylindrical porous Hot Mix Asphalt (HMA) gyratory samples with a diameter of 6 in and a depth of 4 in were manufactured at Rutgers CAIT Asphalt Pavement Lab. The mix design utilized to manufacture the HMA met the requirements of the Open-graded Friction Course in the Updated Standard Specifications for Road and Bridge Construction (2007).”

Q: Can this report be used to get acceptance of porous HMA by DEP?
A: Yes, although further dialogue with NJDEP, NRCS, and other relevant agencies or organizations may be necessary for the ultimate acceptance.

Q: NJDOT Materials lab did a study of various ages of porous HMA in the field and found out that it did not clog over an 8 year period. It appeared to be self-cleaning.
A: I appreciate the information you provided. The likelihood of porous HMA clogging is closely related to the volume and size of solids, sediment, or particulates entering it. A minimal amount of fine particulates is unlikely to cause serious or rapid clogging issues in porous HMA. To my knowledge, there is no “self-cleaning” mechanism inherent in porous HMA.

Q: What about the contamination in runoff water which will penetrate in subsoil?
A: Contaminants in runoff water should not be allowed to infiltrate the subsoil. Highly contaminated runoff must not directly enter land treatments (LTs), green stormwater infrastructure (GSI), stormwater Best Management Practices (BMPs), or stormwater control measures (SCMs). Instead, these systems will treat mildly contaminated runoff as it passes through them. Consequently, the runoff water will achieve a relatively high level of purity before it infiltrates the subsoil.

Presentation #3 – Practical Considerations of Geospatial Interpolation of Road Surface Temperature for Winter Weather Road Management by Branislav Dimitrijevic, Assistant Professor, Civil and Environmental Engineering, New Jersey Institute of Technology (NJIT) and Luis Rivera, Analyst Trainee, NJDOT Transportation Mobility, Transportation Operations Systems & Support

Mr. Rivera provided background on NJDOT’s Weather Savvy Road System that addresses the need for proactive winter road maintenance and the wide variation in road conditions throughout the state. There are only 48 stationary Road Weather Information Systems (RWIS) stations across the state in areas that are deemed essential. They provide information on road conditions (wet or dry), and road temperature. The Weather Savvy Road System integrates stationary RWIS and mobile RWIS (MRWIS) to track road conditions in real time, provide data visualization to operators to inform decision-making, and assist in planning road management.

In 2017, NJDOT received a USDOT Accelerated Innovation Deployment grant for implementation of FHWA’s Every Day Counts Round 4 Weather Savvy Roads Integrating Mobile Observations (IMO) innovation. The agency deployed Internet of Things (IoT) and Connected Vehicle technology to improve road weather management. NJDOT installed sensors and dash cameras on 24 fleet vehicles to pick up air temperatures, road temperatures, surface condition, and road grip, and portable PC equipment to analyze and report this information to improve safety for the traveling public and inform decision-making. Road surface temperature is the most indicative measure of road condition.

Dr. Dimitrijevic discussed research undertaken to gather road surface temperatures using Kriging, a geospatial interpolation model. The goal was to discover a way to extrapolate the information collected from the sensors to provide estimated road surface temperatures across the entire road network within NJDOT’s jurisdiction.

The researchers collected data from RWIS/MRWIS and other data available, including land coverage, elevation, etc., that can affect road surface temperatures (RST). They sought to use a Kriging Interpolation and Machine Learning Model to give estimated RSTs over the network to inform planning and evaluation of winter road maintenance efforts. Variability in RST across the analysis region is a big factor. Researchers needed to find a function that fit the variability between the data points, and use that to estimate the parameter value at any particular point.

Dr. Dimitrijevic discussed the differences between three Kriging methods: Ordinary Kriging and Universal Kriging, the simplest and fastest to calculate; regression Kriging which uses additional factors, besides distance, that will affect RST; and Empirical Bayesian Kriging that uses Bayesian inference to calculate parameters, but also calculates the probability of making an error.

All three Kriging methods assume that for any correlation between a given parameter that you are trying to estimate in a given area, there is a relationship between the values of that parameter at different points that depends on the actual location of the points, or distance between points. The method uses the known value of surrounding parameter points, for example, the road surface temperature at these points, and measures the distance between these points of known parameter value to estimate the parameter (RST) at the unknown point. Kriging assumes a statistical relationship involving the distance between RWIS stations.

Researchers conducted case studies using RST interpolation of stationary RWIS data by driving between RWIS locations, and then expanded the RWIS coverage of mobile sensors during a winter storm event. They found the best results came from combining RWIS and mobile RWIS data. They found Regression Kriging to be helpful for including other factors (the most statistically significant being vegetation type, land cover type, distance to water, and elevation). Increasing the mobile RWIS records reduced the error level, and this finding resulted in a recommendation to increase the number of mobile sensors on NJDOT’s fleet.

Kriging was effective in capturing the spatial variation in the dataset. An error of one degree Fahrenheit still needs to be addressed. The researchers continue to look into solutions in ongoing research which will explore additional interpolation methods, integration of short-term past predictions, and a bi-level interpolation using stationary RWIS data at a regional scale and the mobile RWIS data to make adjustments to the local scale.

The model that performed best was implemented in a web-based map tool that gathers data in real time and refreshes the estimated road surface temperature every 10-15 minutes, providing a map and the ability to download data. When complete, this tool will become part of the toolbox for Operations, Maintenance and Mobility division.

Dr. Dimitrijevic answered questions following his presentation:

Q. How is the dew point and frost point measured by the sensor?
A. Dew point is not measured; there are statistical models that calculate readings of air temperature, air humidity and pressure to determine dew point or frost point. Dew point and frost point are the same thing. The term used depends on the temperature.

Q. What other interpolation models, besides Kriging, will you be looking at?
A. We are looking at a combination of machine learning and geo-statistical modeling. There is also bi-level modeling that uses one method to regress the regional scale estimate, and another to use the localized readings to adjust the estimates for a local roadway. These methods require more computation time, but we are looking for models that can calculate in real time for tactical management purposes.

A recording of the webinar is available here.

Resources

Cowan, S., Catlett., S. Ahmed, R., Murphy., T., Dimitrijevic, B., Besenski, D., Spasovic, L., and Zhao, L. (2022). Weather-Savvy Roads Pilot Program, Final Report. Retrieved from: https://www.njdottechtransfer.net/wp-content/uploads/2022/11/WeatherSavvy_FinalReport_20220613.pdf

Qizhong (George) Guo, Robert Miskewitz, John Hencken, Lin Zheng, Diego Meneses, (2023). Evaluation of Coefficient Related to Runoff from Roadway Projects [Final Report]. Retrieved from: https://www.njdottechtransfer.net/wp-content/uploads/2023/05/FHWA-NJ-2023-004.pdf

Wang, H., Guo, L., and Soares, L. (2023). Energy Harvesting on New Jersey Roadways [Final Report]. New Jersey Department of Transportation Bureau of Research. Retrieved from: https://www.njdottechtransfer.net/wp-content/uploads/2023/05/FHWA-NJ2023-001.pdf

Wang, H., Guo, L., and Soares, L. (2023). Energy Harvesting on New Jersey Roadways [Technical Brief]. New Jersey Department of Transportation Bureau of Research. Retrieved from: https://www.njdottechtransfer.net/wp-content/uploads/2023/05/FHWA-NJ2023-001_TB.pdf

NJ’s Saw Cut Vertical Curb Featured Innovation on AASHTO Webinar

Posted on April 20, 2023April 21, 2023

The American Association of State Highway and Transportation Officials (AASHTO) Innovative Initiative (AII) program recognized NJDOT’s Sawcut Vertical Curb as one of seven Focus Technologies in 2022. AASHTO held a webinar on Wednesday, April 12, 2023 during which NJDOT practitioners and contractors offered their first-hand experience with implementing the saw-cutting method on their projects successfully. The innovation was also recognized as the NJ’s Build a Better Mousetrap Winner in 2022 and a video description of the innovation can be found here.

Below is a reprint of the AASHTO Innovation Initiative Page that features the Saw Cut Vertical Curb and can be accessed here.

*NJDOT’s Saw Cut Vertical Curb is featured as an AASHTO Innovation Initiative.*

The AASHTO Manual for Assessing Safety Hardware (MASH) establishes uniform standards for the installation of roadway safety features, including longitudinal barriers. In accordance with the recent MASH standards, the New Jersey Department of Transportation (NJDOT) has updated the installation requirements for guide rails. Per this new requirement, curbs in front of and along guide rail end terminal treatments should be limited to a maximum 2-inch exposure. The typical exposure of existing curbs is four inches. To make guide rail installation MASH compliant, the conventional practice is to remove existing curbs and replace them with 2-inch curbs. The practice typically requires seven days of field operations for the removal, replacement, and curing of concrete. Not only does this timeframe add to labor costs, but also exposes work crews and motorists to work zone traffic for longer periods of time.

NJDOT has developed an innovative method in which the existing curbs can be saw cut to two inches in lieu of removal and replacement. The existing guide rail can remain in place during saw-cutting, while the construction crew can return at a later time to remove and upgrade the guide rail. The saw-cutting approach requires only two days of labor. The process uses a power-driven vertical curb saw fitted with horizontally-oriented, diamond-edge blades or abrasive wheels that are capable of sawing to the required dimensions without causing uncontrolled cracking. The saw is water-cooled, circular, and has alignment guides. The saw is also capable of immediately collecting the slurry produced from cutting the concrete. Traffic control in work areas requires a moving operation set up that includes channelizer barrels and drums, construction signs based on the Manual on Uniform Traffic Control Devices (MUTCD) and DOT standard details, and a truck with a mounted crash cushion.

Resources

Saw Cut Vertical Curb Webinar (pdf)
Saw Cut Vertical Curb Webinar Recording (video)
NJDOT Specification for Saw Cut Vertical Curb (pdf)
NJDOT 2019 2019 Standard Specifications for Road and Bridge Construction (website)

Contact Information

Gary Liedtka–Bizuga
Senior Engineer Transportation Design Services
(609)963-2525
gary.liedtka-bizuga@dot.nj.gov

Henry Jablonski
Senior Engineer Transportation Construction Services And Materials
(973)714-1929
henry.jablonski@dot.nj.gov

Research Spotlight: NJ Transit Grade Crossing Safety

Posted on April 19, 2023April 19, 2023

A recently completed research study on NJ TRANSIT grade crossing safety focuses on identifying locations for rail grade crossing elimination. Researchers from Rutgers’ Center for Advanced Infrastructure and Transportation (CAIT), Asim Zaman, P.E., Xiang Liu, Ph.D., and Mohamed Jalayer, Ph.D., from Rowan University, developed a methodology using 20 criteria to narrow a list of 100 grade crossings to ensure appropriate identification for closure. The process helps NJ TRANSIT and New Jersey Department of Transportation (NJDOT) to direct limited funds to areas of greatest need to benefit the public.

Across the country, 34 percent of railroad incidents over the past ten years have occurred at grade crossings. The elimination of grade crossings can improve public safety, decrease financial burdens, and improve rail service to the public.

According to the proposed methodology, the 20 crossings recommended for closure located in Monmouth County (60%), Bergen County (25%), and Essex County (25%).

The researchers ranked grade crossings in New Jersey using the following data fields: crash history, average annual daily traffic, roadway speed, roadway lanes, length of the crossing’s street, weekday train traffic, train speed category, number of tracks, access to train platforms, intersection angle, distance to alternate crossings, distance to emergency and municipal buildings, whether emergency and municipal buildings are on the same street, and date of last or future planned signal and surface upgrades. This process resulted in a final list of 20 grade crossings eligible for elimination.

To understand how this study will be used, we conducted an interview with NJTRANSIT personnel Susan O’Donnell, Director, Business Analysis & Research, Ed Joscelyn, Chief Engineer – Signals, and Joseph Haddad, Chief Engineer, Right of Way & Support.

Q. How will the report inform decision-making?

It is important to have solid research and strong evaluation criteria, such as developed by this study, on which to base decisions for grade crossing elimination. In addition to the study, we looked at what other state agencies and transit agencies have done with grade crossing elimination, as well as criteria recommendations from Federal Highway Administration (FHWA) and Federal Railroad Administration (FRA). Following up on this study, NJ TRANSIT and NJDOT are considering next steps that would be needed to close the 20 identified grade crossings. In New Jersey, the Commissioner of Transportation has plenary power over the closing of grade crossings.

Q. What other information will be needed to assess these locations?

Local concerns about grade crossing elimination tend to focus on traffic re-routing, including the possible impacts on neighborhoods, time needed to reach destinations, and emergency vehicle access to all parts of a community. The criteria established by the study addressed these areas of concern. Prior studies have determined that the road networks around the identified locations are adequate to accommodate re-routed traffic. The current research study took into account the findings from those prior studies. As each project moves forward, NJDOT will determine if additional information will be needed.

Q. Is elimination of any of these grade crossings part of NJ TRANSIT’s capital program?

All of the closings are part of the capital program. Funding for the grade crossing elimination comes from the federal government and NJ TRANSIT. NJ TRANSIT funding is in place to close the crossings.

Q. Are there benefits of the research study beyond identification of the 20 grade crossings?

The research study developed the criteria and process for identifying grade crossings for elimination. This framework can be used in the future to assess other grade crossings for possible elimination. NJ TRANSIT is grateful to NJDOT for funding this important research project to improve safety.

For more information on this research study, please see the resources section below.

Resources

Zamin, A., Alfaris, R., Li, W., Liu, Z. Jalayer, M., Hubbs, G., Hosseini, P., Calin, J.P., Patel., S. (2022). NJ Transit Grade Crossing Safety. [Final Report]. New Jersey Department of Transportation, Bureau of Research. Retrieved from https://www.njdottechtransfer.net/wp-content/uploads/2023/02/FHWA-NJ-2022-005.pdf

Liu, Z., Jalayer, M., and Zamin, A. (2022). NJ Transit Grade Crossing Safety. [Technical Brief]. New Jersey Department of Transportation, Bureau of Research. Retrieved from https://www.njdottechtransfer.net/wp-content/uploads/2023/02/FHWA-NJ-2022-005-TB.pdf

Software Training Launched to Advance Electronic Plan Review for LPAs

Posted on March 30, 2023March 30, 2023

NJDOT’s Division of Local Aid & Economic Development continues its efforts to make its project management processes more efficient by implementing electronic plan review. The Division is preparing to implement electronic plan review, a feature that was previously incorporated in the Project Management and Reporting System (PMRS), initially launched in 2021, to establish electronic document management, electronic plan review, and other 21st century project management innovations to make project management more efficient.

Training Sessions in an Innovation Context. The adoption of electronic plan review seeks to accomplish key goals aligned with the Department’s commitment to using technology to enable staff to perform routine tasks more efficiently. Ultimately, the transition to an electronic process will reduce paper consumption and centralize and standardize some project management activities. The shift will allow Local Aid project managers, NJDOT Subject Matter Experts (SMEs) and designers to collaborate efficiently, to enable easy file sharing and to track and manage the comment resolution process.

Local Aid’s objectives to improve program delivery through electronic review is well-aligned with EDC-3’s e-Construction initiative. The online training sessions targeted to NJDOT and Local Public Agency and consultants are being funded, in part, through a State Transportation Innovation Council (STIC) Incentive Funding Grant.

Each year the New Jersey STIC seeks to advance the deployment of innovations through the use of STIC Incentive Funding Grants. Click on NJ STIC Incentive Funding Grants to get more information on the purpose, eligibility and uses of NJ STIC Incentive Funding in recent years.

Saw Cut Vertical Curb Webinar

Posted on March 22, 2023March 23, 2023

Do you have to reduce the curb height to make the longitudinal barriers compliant with AASHTO Manual for Assessing Safety Hardware (MASH) requirements?

Join AASHTO for an information-packed webinar with New Jersey Department of Transportation on how saw-cutting is used in curb retrofitting to make longitudinal barrier installations compliant with new requirements in a safer, more cost-effective, and more efficient manner.

AASHTO’s webinar will be held on Wednesday, April 12, 2023 at 2:00 pm EDT. Register HERE

NJDOT Build a Better Mousetrap winner, Saw Cut Vertical Curb, is a response to a change in standards requiring existing curbing at guide rails to be reduced in height. This innovation increases safety and cost savings.

During this free webinar, participants will engage with NJDOT practitioners and contractors who have first-hand experience in implementing the saw-cutting method on their projects successfully.

Discussion will include:

Benefits of saw-cutting vertical curbs
Implementation considerations
Successes and lessons learned
Resources to get you started

Lead States Team Expert Presenters and Panelists

Gary Liedtka-Bizuga, New Jersey Department of Transportation
Henry Jablonski, New Jersey Department of Transportation
Peter Harry, Jr., ML Ruberton Construction Co., Inc.
Rick Berenato, ML Ruberton Construction Co., Inc.

Click to learn more about the Saw Cut Vertical Curb innovation and the New Jersey Build a Better Mousetrap program.

NJDOT’s Research Library Hosts Tool to Find Recent Transportation Research Publications

Posted on March 14, 2023March 15, 2023

The NJDOT Research Library maintains a “Did You Know” page to share basic facts about the research library's operations, available transportation research resources, and newly issued publications.

Hot Topic Searches are available on the TRID Searches page

The NJDOT Research Library also has a "TRID Searches" page that contains a list of searches for recent publications indexed in the TRID database, based on 37 subject areas, covering all modes and disciplines of the transportation field.

Select "Hot Topic" searches are also maintained that list ongoing projects and publications issued in the last five years that are stored in the TRID Database. These hot topics include:

Diversity, Equity and Inclusion
Planning & Safety
Resilience
Sustainability
Transformational Technologies
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).

viperagp | Adobe Stock

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.

To expand your search to projects, or for any other research questions, please contact Eric Schwarz, the NJDOT Research Librarian, at eric_cnslt.schwarz@dot.nj.gov or 609-963-1898.

NJ at the 2023 FHWA Virtual Summit

Posted on March 8, 2023March 10, 2023

The FHWA EDC-7 Virtual Summit, held February 14-16, 2023, featured several New Jersey initiatives.

NJDOT’s Sal Cowan, Senior Director, Transportation Mobility, presented as a subject matter expert on Next Gen TIM: Technology for Saving Lives. He discussed NJDOT’s use of real-time notifications to commercial drivers, LED flares at incident scenes, and light towers on incident management response trucks for scene lighting. You can see his presentation here or the first video to the right.

As part of the National STIC Network Showcase, two New Jersey Metropolitan Planning Organizations, North Jersey Transportation Planning Authority (NJTPA) and Delaware Valley Regional Planning Commission (DVRPC), presented on techniques for Virtual Public Involvement. The MPOs used innovative strategies to increase public participation, particularly among traditionally underserved populations, in the long-range planning process. Click to see the presentation or see the second video to the right.

Six New Jersey innovations were included as part of the National STIC Network Innovation Showcase. Please click on the images below to find out more about these innovations that were implemented in the Garden State.

The FHWA EDC-7 Virtual Summit introduced the next round of innovative initiatives that merit widespread adoption by transportation agencies and other stakeholders.

General information on the EDC-7 Virtual Summit can be found here along with a link to the agenda for the event.

FHWA EDC-7 Virtual Summit Breakout: Next Gen TIM: Technology for Saving Lives

FHWA EDC-7 Virtual Summit | National STIC Network Showcase: Growing an Inclusive

Bicycle-Friendly Resurfacing in Mercer County

EDC Summit Innovation Showcase_UHPC for Bridges

EDC Summit Innovation Showcase_Commercial Service Vehicle Alerts

EDC Summit Innovation Showcase_Virtual Public Involvement

EDC Summit Innovation Showcase_Inlet Repair Trailer

EDC Summit Innovation Showcase_Weather-Savvy-Roads-Pilot

NJDOT Receives 2022 AASHTO Focus Technology Award

Posted on January 31, 2023January 31, 2023

The American Association of State Hghway and Transportation Officials (AASHTO) Innovative Initiative (AII) program recognized NJDOT’s Sawcut Vertical Curb as one of seven Focus Technologies for 2022. This award goes to agencies for the successful implementation or deployment of a proven technology that has high potential to result in significant economic or qualitative benefits. Innovative technologies are judged on the state of development, payoff potential and market readiness.

The AII program is a “peer-to-peer innovation advancement program.” AII grants national recognition to the innovations as well as resources and support to enable the agency to assist peer transportation agencies in adopting the innovation. For more information on the AII program, see here.

Sawcut Vertical Curb also won the 2022 New Jersey Build a Better Mousetrap Award. For more information on this innovation, watch the video.

National STIC Network Meeting – January 2023 (Recording)

Posted on January 30, 2023January 30, 2023

The National STIC Network meeting was held on January 25, 2023. The meeting featured Ohio STIC and Idaho STIC which were awarded 2022 STIC Excellence Awards. The recording of the January 2023 National STIC Network meeting is available here.

The Ohio STIC representative discussed expansion of STIC membership to Rural Transportation Planning Organizations and Institutes of Higher Education, increased collaboration and development of criteria for STIC Incentive project selection, and cost savings achieved through innovation in Ohio DOT internal processes.

The Idaho STIC representative spoke about the STIC’s support of the Idaho Career Opportunities – Next in Construction (ICONIC) training program, their On the Job Training/ Supportive Services program. With this support, the program tripled in size, and increased outreach to, diversity of, and employment opportunities for program participants.

The NJ STIC was also awarded a 2022 STIC Excellence Award. The activities and accomplishments of the NJ STIC were featured during the National STIC Network Meeting – June 1, 2022 (Recording).

Attendees were encouraged to register for the FHWA EDC-7 Virtual Summit which will be held Feb 14-16, 2023.

Exploring Strategic Workforce Development: NJDOT’s Youth Corps Urban Gateway Enhancement Program

Posted on January 4, 2023January 4, 2023

Strategic Workforce Development, an innovative initiative of the Every Day Counts Program, suggests the importance of fostering an environment and partnerships favorable to training programs, pre-apprenticeship programs, and support for women and minorities in the construction workforce, among other strategies. NJDOT’s Youth Corps Urban Gateway Enhancement Program promotes workforce development by supporting transportation-related community projects that engage youth and young adults in underserved communities. NJDOT partners with local government agencies, not-for-profits, community-based organizations and other entities with established youth programs to provide summer employment, as well as training and other supportive services, to the program participants working to improve gateway areas at state highways.

We interviewed Chrystal Section, Supervisor of the Non-Discrimination Programs Unit in the NJDOT’s Division of Civil Rights and Affirmative Action. The unit includes Title VI, Environmental Justice, Americans with Disabilities Act, Limited English Proficiency, and two special programs: the Youth Corps Urban Gateway Enhancement program and the National Summer Transportation Institute (NSTI).

Q. The Youth Corps Urban Gateway Enhancement Program has been operating since 1998. What prompted the start of the program?

Members of the Division of Civil Rights attended an AASHTO subcommittee conference on the program. Our division became very interested seeing that it would be beneficial to our youth and young adults in underserved communities. At the time, Civil Rights worked with NJDOT’s Adopt a Highway program to develop the Urban Gateway Enhancement Program.

Q. Is the NJDOT program affiliated with the NJ Department of Labor’s Youth Corps Program in New Jersey?

No. We do not work directly with the NJ Department of Labor Urban Youth Corps program. NJDOT implements the Urban Gateway Enhancement Program with the support of federal funding.

Q. What is your role with the program?

I am the project manager, and I work with the supervisors at the various agencies that are participating. I am responsible for outreach, the website presence including grant cycle announcement and application availability statewide, review of applications, award announcement letters, the kick-off meeting with all the funded organizations, ensuring recipients provide close-out documents for reimbursement, and providing the final project report to FHWA.

Q. How much funding is available to each applicant?

Up to $32,000 is available to each applicant organization. At least 50 percent of the budget must be dedicated to the youth participants in earnings, training and supportive services. Teams are formed with approximately 6 to 10 youths. The funding also pays for the local supervisor, and equipment and supplies as needed.

Some of the applications request less than the grant cap, especially if the organization has participated previously and has purchased costly equipment already.

Q. What might be a typical hourly wage or stipend?

Participants are paid minimum wage, $15/hour, although some of the participating organizations have stipends, so they would pay them based on the stipend. The youths and young adults are not paid less than minimum wage. The participants work four to six hours per day for up to six to eight weeks during the summer.

Program participants may learn skills including the basics of landscaping, horticulture, and installation of streetscape and pedestrian enhancements.

Q. How do you get the word out about the program?

Our outreach includes sending letters to previous participants and mayors in underserved communities, and we send out a blast on all NJDOT social media platforms including Facebook, Instagram and LinkedIn, and post the notice on the NJDOT website on the Civil Rights and Clean Up NJ webpages.

Q. How are participating organizations chosen?

We accept applications from any entity that fits the criteria set forth in the application. When I first started with the program, I worked primarily with Urban Enterprise Zones but the program has spread through word of mouth. We continue to focus on underserved communities. The applicants must have established youth programs. The goal of NJDOT’s program is to benefit youth and young adults between the ages of 16 and 25 who are economically or socially disadvantaged and who have experienced barriers to employment (e.g., the lack of a high school diploma, homelessness, teen parenting, being physically or mentally challenged, or an ex-offender). These program participants receive training while receiving a paycheck. Depending on the project, they will have an opportunity to learn the basics of urban forestry, landscaping, fabrication and installation of streetscape and pedestrian enhancements, horticulture, construction inspection and materials testing.

Applicants have included cities, youth corps, churches, school districts, and other not-for-profit community-based organizations. Each community organization provides the program’s structure and supervision and also provides life skills, and safety and technical skills training. For examples of grantees and projects, please see Table 1.

As previously noted, some former funding recipients apply in subsequent years, often to continue maintenance on the original project site.

Q. Can you describe the process once you have received the applications?

We receive 14 applications on average each year, and we can usually fund up to 12. A team of 11 NJDOT subject matter experts (SMEs) serve on the application scoring team. These individuals are from several areas including Civil Rights, Local Aid & Economic Development, Community Outreach, Landscape, Project Management, Statewide Planning, Capital Planning and Management, and Operations. Representatives from these departments volunteer their time to review and individually score the applications and then we discuss the scoring and make the awardee selections.

In their applications, the organizations can list up to three site locations and specify the type of projects they will be working on at each location. The projects must be located at gateways to state roadways and be sited on land owned by the State, as NJDOT does not have jurisdiction over county and municipal roadways. Clean-up, maintenance, on-going maintenance from previous projects, anti-graffiti initiatives, planting flowers and trees, and other landscaping are typical projects.

Scoring of the applications takes into consideration whether the project is feasible and provides meaningful and productive work for the participants. Skills training, including work skills, life skills, and safety skills training should be included. Ensuring a safe environment, including providing COVID 19 personal protective equipment and protocols during the pandemic, is also a consideration. Scorers also look for local support for the projects.

Q. Once projects are awarded, what’s next? Does the program leverage the expertise or capabilities of NJDOT employees? How do NJDOT employees get involved in teaching or mentoring in the program?

When we have our kick-off meeting there are representatives from NJDOT Operations and Landscape present to answer any questions. As the project moves forward, we provide technical support as needed, either by meeting with the teams at the project site or answering questions by phone.

Members of the committee visit the project sites during the summer to provide feedback on the great work participants are doing, and to answer questions they may have

Q. What are the benefits of the program?

There are numerous benefits to both NJDOT and the program participants. NJDOT benefits from the opportunity to partner with non-profit agencies and community-based organizations and local governments. The program also provides a prospective employee pool for the Department. The participants benefit from learning about transportation and jobs that are available in the field, and in some cases from the mentorship by NJDOT employees. The participants also gain a sense of ownership of the sites, of pride in their accomplishments and their community. They learn new skills, including life skills, while earning a pay check. This work experience, and employment services offered through the organization, can help them when applying for jobs in the future. The community benefits from an improvement project that beautifies gateway areas so they are inviting to residents and visitors, and from having citizens who are engaged and better equipped to find a job.

Q. What are challenges of the program?

There are three main challenges: continued maintenance of the project sites, obtaining increased funding for the program, and closing out projects in a timely manner at the end of the year.

Ensuring that maintenance is continued for these projects depends on the participating community organizations, as maintenance is not a grant requirement although highly desired. Many recipients have strong relationships with the municipal Department of Public Works (DPW), which may accept responsibility for continued maintenance of the project sites. Others apply for additional funding to maintain the sites.

We would also welcome increased funding that would enable us to support more projects and open the program up to more organizations in the state.

Regarding program close-out requirements, this program is a reimbursement program. At the end of the project, the organizations have to submit payment vouchers and receipts. Delays in the process are common due to the other priorities of the organizations, but NJDOT’s ability to secure new funding from FHWA depends on the successful close-out of the year’s projects. Sometimes, we have to skip a year of the program due to late reporting. For example, we awarded grants in 2021 but skipped the 2022 cycle.

Q. Are there any program changes being discussed?

I have been managing the program independently for the past two years, but I now have two new staff members who are excited about the program. Now that they have joined me, I will have capacity to reach out and see what other states are doing with similar programs to gather lessons learned.

Q. Is there a workforce development component to the program? Are program participants encouraged to apply to NJDOT for employment in Operations or other divisions, bureaus or units?

Our goal is to not limit our investment in these individuals to only summer employment, but to also open the door to employment at NJDOT. In January 2022, we invited our partner organizations to a meeting to make them aware of the Highway Operations Technician (HOT) positions available in Operations. We worked with Human Resources and the Manager of Operations to discuss the way the HOT program works, and the application process at NJDOT. Although there were no promises made for hiring, the organizations could make their youth and young adult program participants aware of these existing job opportunities. NJDOT considers this outreach a continuing investment in the on-the-job training. We hope to hold other meetings in the future when these or similar positions are available – positions that require the skills these individuals have developed through the program. We are looking at this initiative as a component of our workforce development program.

Q. Do you have an example of what you would consider a successful project?

I will give you the example of a Trenton-based program operated by Isles, a non-profit organization, which has been a funding recipient for several years. Their work has focused on a variety of beautification and land management tasks, including installation of a TRENTON sign at Barlow Circle, and improvements at plaza gateways, at the Motor Vehicle Commission building, and at ARTWORKS.

Projects led by Isles, Inc. in Trenton serve as some of the examples of this successful program.

When our team of committee members went out to meet with the program participants who worked on this project, these young people were a little resistant to engage with us at first. But when we toured the project sites together and they had the opportunity to explain their contributions and what they learned, you could see a positive change. They were proud of their accomplishments and happy to share that with us. They were not only earning money but learning skills, including how to prepare a resume and other life skills. It is truly meaningful when we as NJDOT employees have the chance to go out and meet with these young people and have an exchange where they can ask questions about the work we are doing, and we can build relationships.

You can always give funding, but it becomes so meaningful when you have the chance to spend half the day with these young men and women and find out about their work, interests and goals. Overall, it is a wonderful experience to oversee this program for NJDOT, to help make communities beautiful, and see lives positively changing from our efforts.

Grantee Organization	Municipality	County	Project Locations
The Work Group	City of Camden	Camden	• Grassy triangle at Admiral Wilson Boulevard and Bank Street • Exit 3 off 676 North at Morgan Street
City of East Orange Mayor’s Office of Employment and Training (MOET)	City of East Orange	Essex	• Freeway Drive-East • Freeway Drive-West • North Oraton Parkway (Main Street overpass) • Ampere Plaza- 4th Avenue
Groundwork Elizabeth	City of Elizabeth	Union	• Kellogg Park • Mattano Park • McPherson Park
City of Long Branch	City of Long Branch	Monmouth	• Jackson Woods Park, Route 36
New Brunswick Board of Education/New Jersey Youth Corps of Middlesex County	City of New Brunswick	Middlesex	• War Memorial Park, New Brunswick- Route 27- Lincoln Highway (Northbound) and Route 91 a spur of Route 1- Jersey Avenue (Southbound) • Buccleuch Park, New Brunswick- County Road 527- Easton Avenue (Northbound) and New Jersey State Road Route 18 (Northbound) • Recreation Park, New Brunswick- Route 171 Jersey Avenue (Northbound)
City of Passaic	City of Passaic	Passaic	• Madison Street, NJ Route 21 Exit
New Jersey Youth Corps of Paterson	City of Paterson	Passaic	• Route 80 • Route 20 • Various entrances or gateways to the City of Paterson, NJ
City of Perth Amboy	City of Perth Amboy	Middlesex	• Route 35 (Convery Boulevard) and Route 184 (Pfeiffer Boulevard) • South-West Corner of Smith Street Convery Boulevard (Route 35) and Riverview Drive • Outer High Street and Route 440 Ramp • NJ-184 (Lincoln Drive)
New Jersey Youth Corps of Phillipsburg	Town of Phillipsburg	Warren	• NJ 122 (Alt 22) South Main Street 900 Block • South Main Street (Union Square to Walters Park) • US Rte. 22 and Roseberry Street (NW Corner)
New Jersey Youth Corps of Atlantic County	City of Pleasantville	Atlantic	• Delilah Road and Franklin Avenue
Isles, Inc.	City of Trenton	Mercer	• Route 1/Perry Street. Interchange & adjacent Roberto Clemente Park- on/off ramp, strip between on-ramp and park • Route 1/Market Street at Stockton/Mill Hill Park- on/off ramps, MVC building, planned Artwalk and “Trenton” landscaped sign • Market Street Plaza- gateways that connect Route 1 with Mill Hill and Market Street/Broad Street intersection and corridor

Table 1: NJDOT Youth Corps Urban Gateway Enhancement Program Grantees for 2021

Resources

NJDOT Youth Corps Urban Gateway Enhancement Program
https://www.state.nj.us/transportation/community/cleanupnj/youth.shtm