Category Archives: News

NJ Participants Requested for the Eastern Transportation Coalition’s Phase 4 Study of Mileage-Based User Fees

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With federal and state taxes on gasoline becoming less viable as a mechanism for funding transportation infrastructure, the State of New Jersey is looking for participants with passenger and commercial vehicles for a study on Mileage-Based User Fee study. This study is the most recent, fourth phase of the Eastern Transportation Coalition’s wider exploration of Mileage-Based User Fees (MBUF) as a new model for funding transportation infrastructure.

Both plug-in models are attachable to the OBD-II Ports of participants’ vehicles. Courtesy of the Eastern Transportation Coalition

An alternative way for generating revenues for highway maintenance, repair, and construction, a MBUF would charge motorists by the number of miles they travel rather than “at the pump”. For years now, improvements in the fuel efficiency of motor vehicles (i.e. improved miles-per-gallon) have reduced the gasoline tax revenue generated per user, even as the size of vehicles and therefore their potential for wear on the road has only increased. The advent of widespread electric vehicles (EVs) also presents users who do not pay into gasoline taxes at all. Replacing gasoline taxes with a MBUF would be a way of rebalancing costs and benefits of transportation infrastructure for the modern era.

Implementation of MBUF could take many different forms, hence the need for New Jersey to study aspects of potential MBUF systems, such as methods for tracking miles traveled or ways to still encourage fuel efficient vehicles. Similarly, the Federal Highway Administration (FHWA) has committed to $18.7 million in innovation-oriented funding towards exploring MBUF (1). Notably the Eastern Transportation Coalition (ETC), comprised of New Jersey, 16 other states, and District of Columbia, received support from the FHWA in its exploration of MBUF. The ETC’s “National Truck Pilot and State Passenger Vehicle Pilot” has rolled out four mileage reporting options, with two of them being plug-ins to vehicles’ on-board diagnostic port called a OBD-II Port. One connected plug-in utilizes GPS and the other records miles traveled without GPS.

Participants will be able to choose from plug-in options provided in the ETC study (top left), GPS units (bottom left), or inputting information through smartphone applications. Courtesy of the Eastern Transportation Coalition

The other two, non-plug-in options for tracking miles are manual entries of distances recorded by odometers and in-vehicle telemetry. The manual entry is the basic “low-tech” option where the participant provides monthly odometer readings to the Pilot program either through logging into an account to type in the readings or alternatively, they can get a reading automatically by taking a picture of the odometer through an app. For newer vehicles with more advanced electronics, participants can enable their vehicles’ in-vehicle telemetry to automatically send relevant odometer information. Detailed step-by-step instructions for authorizing In-Vehicle Telematics will be provided to the approved participants after enrollment.

Beyond the technical experimentation with hardware, a past phase of the ETC pilot gauged the opinions of motorists and truckers on MBUF systems. For instance, 52 percent of passenger vehicle participants expressed some level of concern about privacy in a MBUF system at the start of their participation (2). By the end of the pilot, however, only 7 percent still had such concerns due to the privacy practices incorporated into how the plug-in technology was utilized. Strategies to ensure privacy, such as the legal prevention of data sales to third parties and the automatic destruction of user data 30 days after the pilot may have allayed some concerns. If representative of the wider public, this change in opinion suggests that reservations about MBUF may be overcome with greater exposure to the system and responsible implementation.

Current results suggest a general reduction in common MBUF concerns after participation. Courtesy of the Eastern Transportation Coalition.

Several other observations and findings from the pilot were reported; for example, motorists and truckers were especially concerned that the MBUF may unfairly impact residents of rural areas, drivers of fuel efficient vehicles, and in-state drivers. There were also worries regarding if reporting and paying miles under a MBUF would be burdensome or convoluted (3). However, information from the previous Phases of the ETC’s pilot actually shows that on average rural drivers would spend less money in a MBUF since they tend to ride less fuel efficient vehicles (2).

Depending on the structure of a MBUF, different rates of payment could incentivize vehicle adoption based on fuel efficiency or EV-status. However, individuals from the trucking sector have expressed concern with this since smaller trucking firms tend to use older, less efficient vehicles; similarly, drivers of older model, less fuel-efficient passenger vehicles may be opposed to such a tiered pricing scheme. A truncated report by the ETC recommends avoiding the tiering of fee rates by fuel efficiency for these reasons. All the same, there is flexibility in the formulation of MBUF to reward fuel efficient motor vehicles, if one-day desired by the public or environmentally necessary.

The Eastern Transportation Coalition’s present timeline for NJ Participants in the MBUF Pilot Study. Courtesy of the Eastern Transportation Coalition.

Continued participation and feedback in New Jersey on the ETC’s MBUF Pilot is therefore critical in assessing how best to ensure that future implementation is fair and effective. Participating is free; NJ participants will receive a $50 gift card for their completion of a pre-study survey at a location of their choice from a select list (4), and another $50 gift card for the completion of a post-study survey, as well. All program-related data will remain secure and confidential, as the data will be destroyed shortly after the completion of the Pilot.

Participating is free and as easy as four steps. Courtesy of the Eastern Transportation Coalition.

Your participation would take the form of four steps (4):

  1. Enroll - Fill out the enrollment form by clicking the link on the website.
  2. Insert - Plug a small device into your vehicle to record mileage.
  3. Drive - Then drive as you normally do.
  4. Return - After a few months, mail back the device

If you are interested in testing the technology and offering your insights in an investigation that could future transportation funding in New Jersey, please visit NewJerseyMBUFpilot.com to learn more and enroll by July 31st to participate in this innovative program.

If you have questions, contact a Pilot team member at 609-293-7800 or NewJersey@MBUFpilot.org.

The Eastern Transportation Coalition provides useful information on their Pilot Program and MBUF at the following links:

MBUF Pilot Program Participation Page
MBUF Frequently Asked Questions (FAQ) Page
Exploration of MBUF Approaches for All Users Fact Sheet
MBUF Findings and Reports Page

References

(1) The Federal Highway Administration. (2021, March 16). FHWA Awards $18.7 Million to Eight Projects to Explore New Highway Funding Methods.  https://highways.dot.gov/newsroom/fhwa-awards-187-million-eight-projects-explore-new-highway-funding-methods

(2) The Eastern Transportation Coalition. (2022, February). Exploration of Mileage-Based User Fee Approaches for All Users Fact Sheet. https://tetcoalitionmbuf.org/wp-content/uploads/2022/02/Exploration-of-Mileage-Based-User-Fee-Approaches-for-All-Users_Fact-Sheet-1.pdf

(3) The Eastern Transportation Coalition. (2021). Exploration of Mileage-Based User Fee Approaches for All Users.https://tetcoalitionmbuf.org/wp-content/uploads/2022/02/Exploration-of-Mileage-Based-User-Fee-Approaches-for-All-Users_Condensed-1.pdf

(4) The Eastern Transportation Coalition. (2022). New Jersey Mileage-Based User Fee Pilot Program. https://tetcoalitionmbuf.org/landing-page-nj

Mentoring in Monroe: An Interview on NJDOT’s Commitment to Communities

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As a part of the New Jersey Department of Transportation (NJDOT)’s Commitment to Communities, three Monroe Township High School students received assistance with their senior capstone project from NJDOT Bureau of Research (BoR) research scientist, Dr. Giri Venkiteela. The capstone project was undertaken as a part of the Project Lead the Way program which seeks to incorporate hands-on STEM projects into primary and secondary education across the country. The specific aim of these students’ project was to improve the processes for pothole repair in the area. Maintenance of roadways with potholes is an important aspect of transportation infrastructure particularly because potholes can grow or crack and damage roads further if left unresolved.

The students employed a survey of local residents to investigate the relative state of road conditions in Monroe and familiarized themselves with research relating to road maintenance and design. They engaged with subject matter experts from Rutgers University, the BoR, and other stakeholders who helped the students hone the depth and direction of their capstone. We spoke with Dr. Venkiteela about this mentorship process and what the future may hold for this project and the team behind it.

Background

Q. What is your role at the NJDOT’s Bureau of Research? How did BoR and NJDOT become involved in mentoring the Monroe Township High School students?

Project Lead the Way capstones at Monroe Township High School Source: Courtesy of NJDOT Bureau of Research

Project Lead the Way capstones at Monroe Township High School. Courtesy of NJDOT Bureau of Research.

I am a research scientist and a subject matter expert (SME) in structural design, technology transfer, and pavement materials among other areas at the NJDOT Bureau of Research. The students reached out to the NJDOT Commissioner by email to request help because they were trying to find solutions to a transportation issue – pothole repair. The Commissioner then assigned me to coordinate with the students and engage with other relevant SMEs to lend assistance. We had a couple of back and forth meetings to get the students connected, and that is how everything started.

Q. To what degree did mentoring Monroe high school students with their Project Lead The Way engineering capstone reflect the Bureau of Research’s mission?

It is the mission of the Bureau, and of the state-wide Department, to help communities, students, universities, and the wider public engage with transportation topics. Beyond the innovations and assistance that such engagements yield back to us as an organization, it is our aim to benefit residents and stakeholders as much as possible. Mentoring the Monroe high school students reflects this aspect of the agency’s “Commitment to Communities” and helps cultivate the next generation of engineers.

Q. Could you describe the capstone project the students undertook?

The students produced a survey targeted to local drivers about the state of potholes in the Monroe area. The students also spoke with individuals, agencies, and local organizations in order to come up with solutions to improve pothole repair processes. The students combined the quantitative information from their survey with more qualitative interviews from key stakeholders and SMEs for their final presentation and capstone project.

Project Outcomes

Q. We understand that you helped get the students in touch with Rutgers and NJDOT SMEs in mentoring these students. Could you describe that mentoring? In what ways did this mentoring encourage, direct, or otherwise support their project?

Beyond facilitating the students’ contact with experts, NJDOT and I helped them sharpen the focus and direction of their project. After they designed and conducted their survey, for instance, we asked them to come up with the three core ideas they might want to explore further. The SMEs and I looked at these ideas, and we provided additional feedback and comments on them, so the students could make a final decision on how to proceed with the project.

Research Project Manager, Dr. Giri Venkiteela, with the three Monroe Township High School Students. Courtesy of NJDOT Bureau of Research

The students definitely aimed high with their project, but I would say part of the mentoring process was supporting their ambitions with advice on the practical, feasible side of the capstone that could lead them to successfully carrying out their vision. We found there was a fine line between providing this type of feedback and not discouraging the students. I also tracked their progress to make sure I could offer support as they moved along with their project.

Q. What were some of the most interesting findings from the students’ capstone/survey?

The students originally wanted to eliminate the potholes that can form in asphalt roads by using concrete slabs equipped with sensors. As the students imagined it, these sensors would detect cracks or physical depressions occurring in the roads’ concrete and report it for repair. When the SMEs and I reviewed their idea though, we made them aware that it is not practical to use concrete in all of the roads that we might be interested in because of freezing and thawing and other conditions affecting the roads. Their ideas might be applied to smaller road sections or local roads. The students learned why roads are built out of the materials they are: this kind of learning was interesting to engage with.

A large pothole forming cracks in the surrounding surface of a road. Source: Wikimedia Commons.

All the same, I would say placing the sensors in the pavement itself was a very interesting idea. It is a good, creative approach that was interesting to discuss for their capstone.

Q. What are your thoughts on the educational benefits of capstone projects for secondary education or beyond? In what ways do you feel the capstone might have benefited the students’ academic and professional development?

Beyond the outcome of a capstone project itself, these types of projects facilitate critical thinking. Exposure to a large organization like NJDOT and the practical side of engineering problem solving will help their career and intellectual development wherever they go or whichever field they specialize in. The hands-on experiences of coming up with solutions to specific problems, prototyping, and working in labs are incredibly valuable.

Flyer describing the Capstone team’s project, “The Pothole Solution Project”, and contacts
Source: Courtesy of NJDOT Bureau of Research

One of the most important things I saw personally was that the students are very interested in their presentation skills. I was so impressed, actually; I can imagine once they reach the college or postgraduate level, they will be able to express their thoughts and findings remarkably well. That aspect of their development is core to becoming a scientist, engineer, educator, or who knows. There are so many things they will be able to choose from with the skills fostered by this educational process.

Next Steps

Q. What are the next stages for their project and its findings? Have any public or nonprofit entities (such as local governments, NJDOT, or neighborhood groups) taken notice of it?

Absolutely, in a certain sense the NJDOT has already taken interest with my involvement. For high school students working on a project like this, however, the next steps are complicated since we do not know if they are going to specialize in college in computer science, civil engineering, materials engineering, etc. If we were certain the students were going into civil engineering with their academic and professional futures, we could endeavor to keep them in the loop, but having spoken to the students, their interests and futures are likely to be varied. One is heading into environmental studies for a college major, another will be a computer sciences major, and one will do civil engineering.

We definitely encourage them to continue reaching out to us with their ideas with pothole repair — it is a major issue within transportation. Though it is, of course, impossible to eliminate one hundred percent of potholes, the next generation will come up with the solutions to this wider concern.

Q. Do you think it may prompt or support future studies/capstones?

Though the current students are graduating from high school and going in their own directions for college, next year’s students could continue this project and the progress these students have achieved. I could see friends of different graduating years passing on some of the efforts from previous capstones and building on one another. NJDOT, and I personally, would be glad to participate in future capstone projects and to serve the broader community in this way.

Recently Issued TRB Publications and ASTM Standards

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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. The TRB Publications, May to June 2022 list includes recently published research in operations and traffic management, data information and technology, bridges and structures, pavements, safety and human factors, and construction, among others.

The most recent TR News, May-June 2022, features several articles on Pavement Preservation, Maintenance and Rehabilitation.  In all, some 30+ research and general readership articles on pavements were issued through TR News and the Journal of the Transportation Research Board, Transportation Research Record.

For those who are not pavement lovers, a few planning and economic articles caught our eye, including:

The ASTM Standards, January to April, 2022 list includes recently proposed and revised ASTM standards. As a reminder, the ASTM Book of Standards is available through the ASTM COMPASS Portal for NJDOT employees.

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 retrieve these or other publications.

Be on the Cutting Edge: Join the NJ Mileage-Based User Fee Pilot Program

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Current funding for transportation infrastructure comes from the gas tax. With a shift to electric and hybrid vehicles, a new funding approach is needed. With an MBUF program, drivers pay for the miles they travel. The MBUF Pilot Program is funded by a U.S. Department of Transportation grant program that funds efforts to utilize a user fee structure.

NJDOT has joined with the Eastern Transportation Coalition, a partnership of 17 states and Washington D.C., to launch Phase 4 of the New Jersey Mileage-Based User Fee (MBUF) Pilot Program.

To better understand how an MBUF program could work, the Coalition is conducting a Pilot Program in New Jersey and they want you to join and tell them what you think! It is free to participate, and there are strict privacy protection measures to safeguard your data. Here’s how to join the Pilot in four easy steps:

1. Enroll – Fill out the enrollment form by clicking the link on the website.
2. Insert – Plug a small device into your vehicle to record mileage.
3. Drive – Then drive as you normally do.
4. Return – After a few months, mail back the device.
*These steps may vary depending on the mileage-reporting option selected.

Your participation is important, so visit NewJerseyMBUFpilot.com to learn more and enroll by July 31st to participate in this innovative program.  Participants who qualify can receive up to $100.

Have questions? Contact a Pilot team member at 609-293-7800 or NewJersey@MBUFpilot.org.

 

Equitably Advancing a Clean Energy Future in NJ through Transportation Electrification Innovation

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Governor Phil Murphy signs energy legislation and an executive order creating a statewide energy master plan in South Brunswick on May 23, 2018. OIT/Governor’s Office.

Governor Phil Murphy signed energy legislation and issued an Executive Order to prepare a Statewide Energy Master Plan in 2018. OIT/Governor’s Office.

In recent years, New Jersey has been a national leader in promoting vehicle electrification. The state has taken a multi-pronged approach that promotes electrifying the state fleet, supports local governments looking to electrify their fleets, and provides incentives for companies and consumers to adopt electric vehicles. The state is focusing particularly on reducing emissions in overburdened or environmental justice communities that have historically experienced more pollution.

In January 2020, the state of New Jersey issued the New Jersey Energy Master Plan that included a goal that New Jersey have 100 percent clean energy by 2050 and outlined seven key strategies for achieving the goal. In the same year, the state adopted a law establishing its goals for electric vehicles (EV), providing specific benchmarks with timelines. Strategies for reducing emissions in the transportation sector include reducing vehicle miles traveled and increasing the use of electric vehicles. Additionally, on July 9, 2021, Governor Murphy signed a package of laws to support electric vehicle infrastructure throughout the state. These new laws, along with existing initiatives, are helping the state move toward a zero-emission transportation sector.

One of the more notable sources of funding for these initiatives is the Regional Greenhouse Gas Initiative (RGGI), a collaborative effort with 10 other states in the region that sets a cap on how much carbon dioxide can be emitted. Companies bid on the right to emit carbon through an auction system, and auction proceeds are invested into clean energy initiatives. Another major source of funds is money received from the Volkswagen settlement; as a penalty for installing devices to cheat emissions tests, Volkswagen (VW) agreed to pay into a trust fund to be distributed to states.

NJ Transit CEO Kevin Corbett unveiling the first NJ Transit bus garage with electric charging capability.

NJ TRANSIT CEO Kevin Corbett unveiling the first NJ TRANSIT bus garage with electric charging capability. Courtesy of NJ TRANSIT.

State Fleet Electrification

New Jersey has been on the forefront of investing to electrify the state vehicle fleet, focusing on New Jersey Transit (NJ TRANSIT) buses. The state has allocated $15 million in RGGI and VW funding to purchase electric buses. The 2020 legislation establishing EV benchmarks aims for 10 percent of the buses NJ TRANSIT purchases to be zero-emission by 2024 and increasing to 100 percent by the end of 2032. If attained, these goals should help NJ TRANSIT have a zero-emissions bus fleet by 2040.

NJ TRANSIT is already preparing for the transition to electric buses. The renovation of the Newton Avenue Bus Garage in Camden has been completed to make it suitable for electric buses, and the agency plans to start deploying electric buses in Camden by the end of 2022. The agency recently awarded a contract to a private firm to modernize and ready its  bus garage in Maplewood for electric buses and to conduct a systemwide survey and condition assessment of its 16 bus garages to identify the upgrades needed to support zero-emissions buses.  This follows the agency’s earlier issuance in 2021 of a request for proposal (RFP) for help developing a Zero-Emission Bus System Design and Investment Planning Study in order to stay on track to meet the goals, and the RFP establishes that the agency will prioritize adoption of electric buses in “low-income, urban, or environmental justice communities,” as these communities are most impacted by pollution from diesel buses.

An electric powered bus at Newark Liberty International Airport. NJ Transit plans to have a zero-emission fleet by 2040.

An electric powered bus at Newark Liberty International Airport. NJ TRANSIT plans to have a zero-emission fleet by 2040. Courtesy of the Port Authority of New York and New Jersey.

The New Jersey Department of Transportation (NJDOT) is also working to electrify the state fleet. The agency has purchased 50 electric vehicles and will have 125 fully electric vehicles by 2025, reducing carbon emissions by two million pounds annually. Additionally, NJDOT is working to support the electrification of other state vehicles. Together with Princeton University, NJDOT has completed multiple phases of a plan to identify the necessary infrastructure for an all-electric state fleet and prioritize where to install charging stations. This work will help ensure the gradual transition toward an electric fleet is done smoothly and intelligently.

State Supporting Local Government Fleet Electrification

In addition to converting the state fleet to electric vehicles, New Jersey is committed to helping local governments make the same transition. The State has used RGGI and VW funding to help local governments purchase electric school buses, ambulances, garbage trucks, trucks, shuttle buses, and dump trucks. Funding can also be used to support EV infrastructure such as charging stations and to support equitable mobility projects. These e-mobility projects provide electric car sharing and ride hailing services in “low- and moderate-income communities disproportionately impacted by pollution.” To improve the quality of life of children in low- and moderate-income communities, $13 million of the RGGI and VW funding is set aside for purchase of electric school buses and shuttles. Agencies can apply to the New Jersey Department of Environmental Protection (NJDEP) for grants.

One of the five fully electric garbage trucks deployed in Jersey City, the first in New Jersey. Courtesy of BYD

One of the five fully electric garbage trucks deployed in Jersey City, the first in New Jersey. Courtesy of BYD.

One notable success has been the deployment of electric garbage trucks in Jersey City in December 2021. The city purchased five garbage trucks, supported by $2 million in grants from the RGGI and VW funds. These are the first trucks of their kind in New Jersey and the largest deployment in the United States to date. While the trucks are currently not used for residential trash pick-up and are mainly used to help clean parks and business districts, they show that the state is at the forefront of adopting new electric vehicle technologies, helping to lay the groundwork for expanded use in New Jersey and elsewhere.

A notable leader in local government fleet electrification is Paterson. Paterson recently approved the purchase of two electric ambulances with NJDEP providing funding support. Ambulances spend a lot of time idling and the transition to electric ambulances will improve the air quality in Paterson and surrounding areas. The ambulance purchase continues Paterson’s efforts to go electric after they purchased 35 Nissan Leaf vehicles for the city fleet last year.

Another EV project that NJDEP is supporting is the GOTrenton! program, run by Isles, Inc., that supports EV access in Trenton. The program includes a carsharing service, a ridesharing service, a shuttle service, and related infrastructure such as charging stations. While the program is open to everyone, Isles took particular care in the site selection process to make sure that low-income communities would benefit the most from the program. The program will also create new jobs for people living in Trenton; it is expected to launch later this year.

State Supporting Port Electrification

New Jersey is also working on electrifying vehicles that operate out of Port Newark, the largest port on the east coast. Much of the transportation within the port is done via “drayage” vehicles that move cargo primarily within the port and shorter distances to nearby warehouses and distribution facilities. These vehicles tend to be older, diesel-powered, and a major source of emissions. Reducing pollution near the port is particularly important because the port is near areas like Newark and Elizabeth that fall under the definition of overburdened communities that NJDEP has determined are “in need of environmental justice.” These communities would be some of the main beneficiaries of port electrification.

In 2019, over $3.5 million was allocated for the purchase of 14 electric yard tractors in Port Newark. Courtesy of BYD

In 2019, over $3.5 million was allocated for the purchase of 14 electric yard tractors in Port Newark. Courtesy of BYD.

RGGI and VW money has been allocated to the purchase of different types of vehicles at the port, including forklifts, trucks, and tractors. Ten electric tractors were first introduced to Port Newark in 2021 and money has been allocated for ten additional tractors. In total, more than $19 million has been allocated to the acquisition of electric vehicles on and around Port Newark, demonstrating that cleaning up ports in particular is a priority for the state given the environmental justice gains to be made.

Resources

Dragone, Gabriella. (2022, June 15). City Council Approves Grants to Purchase Electric Ambulances, Utility Trucks. https://www.tapinto.net/towns/paterson/sections/police-and-fire/articles/city-council-approves-grants-to-purchase-electric-ambulances-utility-trucks

Dragone, Gabriella. (2021, November 5). Paterson Drives Into Greener Future with New Electric Vehicles. https://www.tapinto.net/towns/paterson/sections/green/articles/paterson-drives-into-greener-future-with-new-electric-vehicles

Evans, Tim. (2021, October 13). New Jersey Future. Electric Yard Goats and Environmental Justice. https://www.njfuture.org/2021/10/13/electric-yard-goats-and-environmental-justice/

Isles, Inc. (2022). Climate Action and GOTrenton! https://isles.org/our-approach/live-green-and-healthy/climate-action-ev/

Morill, Aaron (2021, November 16). Jersey City’s Garbage Trucks go Electric. Jersey City Times. https://jcitytimes.com/jersey-citys-garbage-trucks-go-electric/

NJDEP. (2022). Overview of Distribution of Mitigation Funds. https://www.state.nj.us/dep/vw/project.html

NJDEP. (2022). Regional Greenhouse Gas Initiative (RGGI). https://www.nj.gov/dep/aqes/rggi.html

NJDEP. (2002). Stop the Soot. https://www.state.nj.us/dep/stopthesoot/sts-retrofits.htm

NJDEP. (2022). What are Overburdened Communities (OBC)?. https://www.nj.gov/dep/ej/communities.html

NJDOT. (2022, February 23). NJDOT Goes Electric. https://www.youtube.com/watch?v=Yv5KDEdfIJQ

NJDOT. (2021, October). New Jersey Fleet Electrification. https://www.njdottechtransfer.net/wp-content/uploads/2021/10/1026_NJDOT_EV_ProjectsSummary_Final.pdf

NJ Office of the Governor. (2022). About the Energy Master Plan. https://www.nj.gov/emp/energy/

NJ Office of the Governor. (2021, July 9). Governor Murphy Signs Bills to Advance New Jersey’s Clean Energy Future. https://www.nj.gov/governor/news/news/562021/approved/20210709a.shtml

NJ Transit. (2021). Capital Plan Project Sheets: Bus Fleet. https://njtplans.com/downloads/capital-plan/NJ%20TRANSIT%202021%20Capital%20Plan%20Update%20Appendix%20B%20Project%20Sheets%20Final.pdf

NJ Transit (2021, August 2). NJ TRANSIT Seeks Firms to Study Pathway to Zero Emissions Bus System. https://www.njtransit.com/press-releases/nj-transit-seeks-firms-study-pathway-zero-emissions-bus-system

NJ Transit. (2022, March 22). NJ TRANSIT Unveils New Electric Bus Charging Infrastructure in Camden. https://www.njtransit.com/press-releases/nj-transit-unveils-new-electric-bus-charging-infrastructure-camden

Raja, Nausheen. (2021, March 31). Roadmap to Electrifying New Jersey’s Public Bus Fleet. New Jersey Policy Perspective. https://www.njpp.org/publications/report/roadmap-to-electrifying-new-jerseys-public-bus-fleet/

 

 

NJ’s Fuel Cell Task Force – An Interview with NJDOT’s Representative

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The New Jersey Fuel Cell Task Force is an interdisciplinary board of experts established in 2020 by an act of the State legislature to provide policy and regulatory recommendations to the government and stakeholders relating to the development of fuel cell technology in New Jersey. Within a wider national and state context of decarbonization, the Task Force’s advocacy and expertise for this green technology is intended to assist the State of New Jersey reach climate and pollution commitments, and diversify its energy mix towards the vision established in the 2019 New Jersey Energy Master Plan. Fuel cells chiefly derive energy from chemical processes that combine hydrogen and oxygen to produce water vapor and heat.

We spoke with the Fuel Cell Task Force’s appointed member from the New Jersey Department of Transportation, Jamie DeRose, to learn about the mission and activities of the Task Force, the State’s climate and energy objectives, the current capabilities of the technology, and the future of the fuel cell industry.

Background

Q. Can you tell us about the Fuel Cell Task Force’s principal mission and your role and involvement on behalf of NJDOT?

New Jersey’s Fuel Cell Task Force’s purpose is to inform policy and identify opportunities for New Jersey to realize the benefits of hydrogen fuel cell technology and broadly to help the State reach its principal climate goal of 100 percent clean energy by 2050. As part of this purpose and the wider goal of switching to clean energies, the Task Force is looking to increase the usage of fuel cell technology throughout the State. The Task Force is a resource for the state and local government for recommendations to grow our fuel cell industry.

The processes of a hydrogen fuel cell in a vehicle do not emit the same air quality pollutants as traditional fossil fuels like diesel: just vapor and heat. Source: Fuel Cell Technologies Offices, US DoE, https://www.energy.gov/articles/celebrate-hydrogen-and-fuel-cell-day-energy-department

The processes of a hydrogen fuel cell in a vehicle do not emit the same air quality pollutants as traditional fossil fuels like diesel: just vapor and heat. Source: Fuel Cell Technologies Offices, US DoE, https://www.energy.gov/articles/celebrate-hydrogen-and-fuel-cell-day-energy-department

My background at NJDOT is as a travel demand modeler and as an air quality modeler. Much of what my group handles has to do with the Congestion Mitigation and Air Quality (CMAQ) program. Until recently, alternate fuel sources to traditional fossil fuels, such as hydrogen fuel cells, were considered somewhat “exotic” to our purposes, but EVs are becoming increasingly germane to CMAQ (particularly with funding from the State’s side of CMAQ). Fuel cells will play a part in improving air quality on the road. My involvement with the Task Force reflects that aspect of the technology’s potential.

Q. What roles do you feel that hydrogen fuel cells could play in advancing a low-carbon energy mix in the future in New Jersey? In what areas do the natural and/or present advantages of fuel cell technology show the most promise as a green energy source?

The advantages in storage efficiencies and fueling time for hydrogen fuel cell technology prime it to evolve into a cleaner, more convenient source of fuel for transportation and power stations. The chief byproduct of fuel cells is water vapor and heat. Fuel cells’ ability to retain this clean energy without the same level of loss as electric batteries give it a potential role in transportation and freight facilities that is already being realized in New Jersey and the country as a whole.

Fueling at hydrogen pumps is generally comparable in terms of time and convenience of fueling at gasoline stations. Source: https://commons.wikimedia.org/wiki/File:Hydrogen_fueling.jpg Dick Lyon, Wikimedia

Fueling at hydrogen pumps is generally comparable in terms of time and convenience of fueling at gasoline stations. Source: https://commons.wikimedia.org/wiki/File:Hydrogen_fueling.jpg Dick Lyon, Wikimedia

Q. What is the current status of the Task Force deliberations and development of the main report?

We have been working toward completing a full report on New Jersey’s potential within the fuel cell space. During this process, a consortium has been formed to pursue one of four prospective awards for a federal Regional Clean Hydrogen Hubs program. The scope of the report evolved to support the State’s efforts – as a part of the multistate coalition with New York, Connecticut, and Massachusetts – to attract this part of the Bipartisan Infrastructure Law’s funding for the fuel cell industry. The Task Force decided to take some of the recommendations from the report and distill them into a smaller, interim report to assist the State in preparing materials for this competitive grant application for the regional clean hydrogen hubs program.

[The U.S. Department of Energy (DOE) subsequently released its Notice of Intent to develop regional clean hydrogen hubs. DOE’s Office of Clean Energy Demonstrations–in collaboration with the Hydrogen and Fuel Cell Technologies Office and the DOE Hydrogen Program–anticipates issuing a related funding opportunity announcement (FOA) in the September/October 2022 timeframe].

Further Development

Q. What are some of the most important developments happening in the testing or deployment of fuel cell technology in New Jersey? What are some of the most noteworthy fuel cell operations and deployments within NJ’s transportation sector or other sectors?

There are a number of hydrogen-powered equipment deployments in New Jersey’s warehouses and ports that fill present use-cases for the technology. The 2021 law that formed the Task Force states that NJ agencies should consider fuel cell technology when putting out contracts for items such as generators, portable floodlights, and telecommunications equipment. In general, this greater recognition of the portability of fuel cells is a major development in how the state government approaches the technology, and alternative energy sources more broadly.

An early 2014 showcase from Toyota shows the potential seamlessness of incorporating hydrogen into personal vehicles and this reality is increasingly being actualized. Source: https://commons.wikimedia.org/wiki/File:Toyota_hydrogen_fuel_cell_at_the_2014_New_York_International_Auto_Show_(13956809802).jpg Joseph Brent, Wikimedia

An early 2014 showcase from Toyota shows the potential seamlessness of incorporating hydrogen into personal vehicles and this reality is increasingly being actualized. Source: https://commons.wikimedia.org/wiki/File:Toyota_hydrogen_fuel_cell_at_the_2014_New_York_International_Auto_Show_(13956809802).jpg Joseph Brent, Wikimedia

Q. What types of infrastructure can NJDOT develop, or financial and technical assistance can it provide to support the use of fuel cells in New Jersey?

At this stage, the NJ Department of Environmental Protection (NJDEP) and the NJ Board of Public Utilities are leaders among the state agencies in seeking ways to encourage the development of the fuel cell industry in New Jersey. Nonetheless, NJDOT can play an important role through installation of fuel cell pumping stations on its properties and support for acquisition of fuel cell waste-trucks or other heavy equipment that the technology is serving well at the moment.

New Jersey’s Electric Vehicle Act of 2020 mandates that 25 percent of State-owned non-emergency light duty vehicles are to be electric by 2025, moving to 100 percent by the end of 2035. Presently, the thinking is mostly focused on EVs, but NJDOT could incorporate fuel cell vehicles into that vision. The Task Force would certainly like to see this inclusion.

Q.  Within a transportation context, current discourse suggests that hydrogen fuel cells may be more suitable for heavy-duty vehicles such as freight trucks and forklifts than EV, but less suitable for personal automobiles. Would you agree with this assessment of the capabilities of the fuel cell and EV technology? 

It increasingly seems that any technology that relies on electric batteries such as EVs could have a fuel cell version. The fueling times for hydrogen fuel cells are comparable to what we are accustomed to at the pump; that is, a 2-3 minute refuel as opposed to a 30-minute refuel for EVs. Even within the present developments for the technologies, fuel cells have filled a niche for larger vehicles such as freight trucks and forklifts, and are arguably the best of all green fuel sources. Fuel cells may eventually become the next generation of transportation energy after EVs.

Fuel cell technologies’ current advantages for larger sized vehicles lend itself to buses as well. China is more heavily invested that application than other nations, but this MBTA bus shows the innovation occurring at home. Source: https://commons.wikimedia.org/wiki/File:MBTA_hydrogen_fuel_cell_bus_at_Malden_Center,_December_2016.jpg Jason Lawrence, Wikimedia

Fuel cell technologies’ current advantages for larger sized vehicles lend itself to buses as well. China is more heavily invested in that application than other nations, but this MBTA bus shows the innovation occurring at home. Source: https://commons.wikimedia.org/wiki/File:MBTA_hydrogen_fuel_cell_bus_at_Malden_Center,_December_2016.jpg Jason Lawrence, Wikimedia

Q. Can you comment on how hydrogen fuel cells could be used to address equity gaps? Can deployment of hydrogen fuel cells help historically disadvantaged communities receive opportunities and benefits connected to this transition?

A number of industrial partners, trade groups, and state government officials are involved in the roll out of fuel cell technology, helping to ensure the economic and environmental benefits touch all of society. The environmental justice aspect of what hydrogen fuel cell technology represents has been discussed and is regarded as especially important to the Task Force. Many of New Jersey’s ports and warehouses are located in North Jersey urban areas, and many of those communities are historically disadvantaged environmentally and otherwise. Improvements in air quality from fuel cell sourced equipment, trucks, and forklifts lend themselves well to addressing social justice and social equity in New Jersey.

Further Possibilities

Q. Are there barriers to deployment with respect to the different use-cases for fuel cells that you would like to highlight?

The absence of refueling infrastructure and stations is a significant barrier to proliferation of fuel cell trucks and personal vehicles. With the technology as it is today, fuel cell freight trucks could reasonably fill their niche with enough supporting physical infrastructure, and overcoming that gap is important to the Task Force. Another barrier is the EV focus of a lot of alternative fuel tax credits; you might get a tax credit from the State for buying an electric car or vehicle but not for a fuel cell one. Including fuel cell vehicles in the incentives for decarbonizing transportation will help remove some of the cost barriers that were removed for EVs by policy.

In addition, certain regulations prevent hydrogen vehicles from traveling in Port Authority of New York and New Jersey tunnels. Such regulations exist in some states but not in others, and it is a barrier that the Task Force has also discussed. According to the vehicle experts, the technology has mostly evolved beyond this concern.

Q. According to the USDoE, “95 percent of the hydrogen produced in the United States is made by natural gas reforming in large central plants”; what does a connection between hydrogen fuel cell production and natural gas mean to NJ Fuel Cell Task Force’s mission of promoting the growth of the fuel cell industry?

The topic of green hydrogen – generally hydrogen produced through a more renewable process known as water electrolysis – has been an interest of the Task Force. The fuel cell industry of the future will likely focus on such cleaner modes of hydrogen production, though these efforts may rest more with the NJDEP or the federal Department of Energy than with NJDOT at this time.

Presently, most hydrogen gas is produced from natural gas processes, but the proliferation of more green methods, such as from water electrolysis, is increasingly important to the direction of the industry.  Source: Office of Energy Efficiency and Renewable Energy, US DoE https://www.eia.gov/energyexplained/hydrogen/production-of-hydrogen.php

Presently, most hydrogen gas is produced from natural gas processes, but the proliferation of more green methods, such as from water electrolysis, is increasingly important to the direction of the industry.  Source: Office of Energy Efficiency and Renewable Energy, US DoE https://www.eia.gov/energyexplained/hydrogen/production-of-hydrogen.php

Q. What initiatives or projects in other states regarding fuel cells is NJ’s Fuel Cell Task Force benchmarking itself against, or looking towards in terms of formulating their own approach?

As with many environmental policies and priorities, California is a leader in the deployment of hydrogen vehicles, stations, and infrastructure. More so than a particular project, we view California’s general success with the deployment of fuel cell technology as a benchmark and make efforts to facilitate a conversation across state lines. The Task Force has spoken with the California Hydrogen Business Council to better understand how advocates for the industry side of the deployment equation are helped by the State’s efforts.

Resources

Further information on the Fuel Cell Task Force:

Alternative Fuels Data Center. (2022). Fuel Cell Task Force.
https://afdc.energy.gov/laws/12425

New Jersey Fuel Cell Coalition. (2021, August 28). New Jersey’s Fuel Cell Task Force Members Have Been Appointed.
https://njfuelcells.org/senate-environment-energy-committee-passes-fuel-cell-task-force-bill/

Further information on the federal Regional Clean Hydrogen Hubs program:

Transport Topics. (2022, May 27). States Make Plays to Become Federal Hydrogen Fuel Hubs, Transport Topics.
https://www.ttnews.com/articles/states-make-plays-become-federal-hydrogen-fuel-hubs-0

New York State. (2022, March 24). Governor Hochul Announces Multi-State Agreement Signed with Major Hydrogen Ecosystem Partners to Propose a Regional Clean Energy Hydrogen Hub.
https://www.nyserda.ny.gov/About/Newsroom/2022-Announcements/2022-03-24-Governor-Hochul-Announces-Multi-State-Agreement-on-Hydrogen

Further information on the hydrogen fuel cell industry:

Office of Energy Efficiency and Renewable Energy. (2020, September). 2019 Fuel Cell Technologies Market Report.
https://publications.anl.gov/anlpubs/2021/08/166534.pdf

Fuel Cell & Hydrogen Energy Association. (2020). Road Map to a US Hydrogen Economy.
https://www.fchea.org/us-hydrogen-study

Fuel Cell & Hydrogen Energy Association. (2022, March). Summary of Hydrogen Provisions in the Infrastructure Investment and Jobs Act.
https://static1.squarespace.com/static/53ab1feee4b0bef0179a1563/t/623206bc8d2d786ffe929c65/1647445692646/FCHEA+IIJA+Hydrogen+Program+Summary+2022.pdf

Exploring Strategic Workforce Development – Model Programs, Partnerships and Lessons from Oregon

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FHWA is promoting Strategic Workforce Development in highway maintenance, construction and operations.

FHWA is promoting Strategic Workforce Development in highway maintenance, construction and operations.

Strategic Workforce Development, an FHWA Every Day Counts (EDC) Round 6 innovative initiative, anticipates collaboration between government agencies, trade organizations, private firms communities to prepare individuals for the construction workforce. The demand for workers in highway maintenance, construction and operations is growing, as is the demand for new skill sets required for work with emerging technologies. An important element of this initiative is the recruitment and retention of women and minorities in the construction sector. Through on-the-job training and supportive services program, NJDOT is exploring ways to work with contractors, contracting associations, and unions on shaping their future workforces, including programs aimed at increasing representation of women, minorities, and other disadvantaged populations in the construction and operations workforce.

We interviewed representatives from Oregon’s Department of Transportation (ODOT) and Bureau of Labor & Industries (BOLI), including Angela Crain (ODOT Civil Rights Manager), Cye Fink (ODOT Workforce Development and Civil Rights/EE Manager) and Larry Williams (BOLI, Operations and Policy Analyst).  We sought to explore the distinct roles and partnership between the Oregon Department of Transportation (ODOT) and Oregon Bureau of Labor & Industries (BOLI) in funding, promoting, and providing technical assistance for on-the-job training programs, and pre-apprenticeship and apprenticeship programs, to support all workers including women, minorities and other disadvantaged individuals seeking to enter highway construction and other related fields.

Highway Construction Workforce Development Program

Q. Can you please share with us, based on your experience, your thoughts on what seems to be an overall lack of awareness– especially among women and minority persons – of jobs or careers in the highway construction industry?

The ODOT Office of Civil Rights uses FHWA funding to support On the Job Training and Supportive Services.

The ODOT Office of Civil Rights uses FHWA funding to support On the Job Training and Supportive Services.

The lack of awareness primarily stems from the school systems. For years, school guidance counselors have not promoted any path but college to most of their students.  Highway construction is presented as a viable career only to those students who are not going on to college.

We work to raise awareness of careers in highway construction by disseminating information on these opportunities to school counselors and parents, as they are the support system for children. Careers in highway construction offer competitive paying jobs with family- supporting wages. We are trying to reach the students, beginning at the elementary school level because, unless students know someone who works in construction, they are mostly unaware of the career options in the field.

Some of the most successful linkages have been made by teachers who work in construction during the summer months and bring their experience back to the students. For example, they will use construction-related math curricula in the classroom. Shop classes, which were useful in helping students become familiar with tools and various trades, are rarely offered anymore due to budget cuts.

Information about the majority of our DOT programs is spread by word of mouth. We use the testimonials of individuals who have been through our programs, and we do a lot of outreach to communicate personal success stories of program participants. We also work with our partners, Building Trades Councils of Oregon, Akana, Oregon Tradeswomen, and other stakeholders and agencies, to get the word out. And we, of course, participate in career fairs, and high school Career and Technical Education programs to build the career pipeline. As far as encouraging Black, Indigenous and People of Color (BIPOC) and women candidates, our numbers are growing steadily each year with more starting and finishing our programs, but the ratio is still not where we want it to be.

The Oregon Bureaus of Labor & Industries is responsible for pre-pre-apprenticeship, pre-apprenticeship, and apprenticeship programs.

The Oregon Bureau of Labor & Industries is responsible for pre-pre-apprenticeship, pre-apprenticeship, and apprenticeship programs.

Q. We understand that 2009 legislation created Oregon’s Highway Construction Workforce Development Program (HCWDP) designed to diversify six heavy construction trades related to highway construction including carpenters and cement masons. This nationally recognized innovative initiative enables registered apprentices and those preparing to enter an apprenticeship in one of these trades to receive support in ten areas, including child care, travel expenses, lodging/meal allowance, tools, and PPE, among others. Are all of these efforts supported through HCWDP?

We use FHWA and state dollars to fund the program and follow federal regulations (23 CFR Part 230) that lay out what these 10 supportive services have to look like. In 2009, the Oregon legislature passed a bill that required ODOT to provide On-the-Job Training and workforce development supportive services, applying language from the federal regulations. Once this law was established there could be no question that the funding would be dedicated to the program rather than other priorities, such as road repair. Since this focus on workforce development is embedded in Oregon statute, ODOT has a pathway for consistent funding.

In 2016 we added hardship assistance to the list of available supports offered by HCWDP. Overall, we are working to support people in getting on a career track by offering supportive services that enable them to stay in the programs and eventually reach journey worker status, which offers meaningful long-term career development. The heavy highway trades are the focus of the program because the workers are mobile. Although there may be layoffs or projects end, as long as they stay in the system, participants will continue to have the opportunity to work on ODOT projects so they can graduate to journey worker status.

Q. ODOT and the BOLI have partnered to meet the goals of adding more diversity in hiring, increasing apprenticeship numbers and providing resources for training. What have been the key benefits of ODOT partnering with BOLI?

Our partnership with BOLI has been vital to our success. In Oregon, BOLI oversees apprenticeships and approves pre-apprenticeship programs. BOLI’s key value to HCWDP comes from their connections with their subcontractors who have experience in promoting and supporting workforce development in the highway construction trades, particularly among women and minorities. BOLI works with the contractors affiliated with the training programs, has authority over the contractors, and maintains a database to track the apprentices. When workers graduate to the journey worker level, they can work anywhere within the state and nationwide. This program offers meaningful, long-term career development.

The ODOT/BOLI collaboration provides needed supports to help people stay in the apprenticeship programs.

The ODOT/BOLI collaboration provides needed supports to help people stay in the apprenticeship programs.

There is no value in ODOT having its own apprenticeship-type programs when BOLI is providing them in alignment with US DOL. We at ODOT are embedding elements in the program including respectful workplaces, Green Dot, Riseup, and third party oversight through Portland State University, who are helping us with planning. Additionally, BOLI receives grants to target particular workforce areas; they leverage our resources at ODOT, while we simultaneously leverage their resources.

From the BOLI perspective, the partnership with ODOT allows BOLI to provide the support side to the apprenticeship programs. If you have the apprentices out there, you need to have the supports in place to help them succeed.

In most cases, BOLI has closed gaps in terms of completion rates for underrepresented demographic groups. For African American men, there has been improvement, but we want to close the gap further. There may be barriers that still need to be addressed. In addition, we have shown that the program works, as it is improving success rates, but it is only available to those apprentices associated with the highway construction trades. For example, we provide child care for a cement mason but not a brick mason. That is an area of concern for BOLI as they seek to determine ways to provide similar supports for other trades moving forward.

Apprenticeships and Pre-apprenticeships

Q. ODOT and BOLI have focused on improving opportunities for individuals who graduate from a pre-apprenticeship program to get more trade-specific training and improved access to registration into a highway trade apprenticeship program. What can you share about this work?

Apprenticeships in Oregon are regulated and supported by BOLI and offer on the job training and classroom training and typically require 2-5 years to complete and may be union-based or open shop. We focus on connecting pre-apprenticeships and apprenticeships.

Under the BOLI umbrella, there are apprenticeship, pre-apprenticeship, and pre-pre-apprenticeship programs. Pre-pre-apprenticeships help people overcome basic gaps to complete prerequisites needed for pre-apprenticeships, such as needing a driver’s license, GED or high school diploma. The pre-apprenticeship might provide skills training for those who need hours learning to use tools.

We have worked on direct entry with some of the trades so individuals can join an apprenticeship program without completing the ranking process or interview because the pre-apprenticeship has helped them prepare for the job, with some individuals also bringing work history that enables them to skip one or more levels of training. They have to complete the application and meet minimum qualifications that can be simply being 18 years old and having a high school diploma or GED, and in other cases, may require a minimum level of math proficiency, for example.

Q. Is this effort the same as, or part of, your On-the-Job Training (OJT)? Could you speak about your On-the-Job Training (OJT) program?

Supportive services can increase diversity in apprenticeship programs and the highway construction workforce.

Supportive services can increase diversity in apprenticeship programs and the highway construction workforce.

On-the-Job Training/Supportive Services program funding from FHWA is internally directed to STEM/Engineering outreach, recruitment, and support. OJT is a very small piece of what we at ODOT do; only about two people every year go through this OJT training because most contractors are affiliated with a formal apprenticeship program.

ODOT and FHWA created OJT for candidates with no experience to offer them a chance to begin work with a contractor directly. As part of the federal regulations, OJT is provided through each project. If the contractor awarded the contract has no affiliation as a training agent themselves or they are not Oregon-based, and have no formal apprenticeship program, they can use one of our in-house training programs to fulfill the contractual requirement.

It is the small contractor or the first-time prime who would use this OJT option.  We provide some incentives, including reimbursing $20/hour for every apprenticeship hour. An individual with no prior experience who applies off the street with that contractor must receive training. The contractor is paying journey worker level pay, and OJT does provide a means to recruit candidates from underrepresented groups. It’s a business choice that the contractor makes. The 2,000-hour OJT program trains for labor skills sets, and we also have a 6,000-hour construction project management program. This informal training is not tied to a path to journey worker status but there is the potential for the individual to have direct entry into the apprenticeship system after completing the OJT training.

Q. We know that reliable transportation and childcare are often cited as roadblocks to entry into the construction sector, particularly for women and minority candidates. Can you tell us how supportive services such as childcare and payment of travel costs help sustain apprentices?

Offering incentives and support services for apprentices is critical to their success. Childcare is a big issue. It’s not only single moms who face childcare challenges, but any single parent and/or underemployed families. Awareness of the HCWDP childcare support options has spread through word of mouth.

Work hours for highway construction are long. For example, apprentices may leave their house at 4:00 am to travel 40 miles to the worksite and work 10-hours. The challenges for us in supporting childcare include the costs and finding a provider that has capacity and offers their services in off-peak hours. ODOT/BOLI uses the state childcare provider certification system to identify providers. We give incentives to providers so that they can offer alternative hours to accommodate the long work days. We don’t have enough funds to subsidize all the childcare needed. Childcare is provided using a BOLI-determined sliding scale formula based on economic need and wage rate; the support level declines as the individuals progress through the system and earn higher wages.

The Pre-Apprenticeship Child Care Initiative (PACCI) program began as a pilot to provide childcare supports to pre-apprentices but is now a part of the general operation. Pre-apprenticeship programs, which are often 8-12 week courses in the classroom, may provide on-site child care. We are indirectly supporting these childcare opportunities.

Everything we do helps keep people on the path to journey work. With the regional wildfires displacing workers, we have been distributing hardship funds. Apprentices are eligible for this support. The transition between pre-apprenticeship and apprenticeships is accomplished through Joint Apprenticeship and Training Committees (JATCs) and we work with them to connect to the primes and contractors. There is usually a waiting list of apprentices available.

One difficult challenge that we are seeing is that primes are looking for apprentices with three to four years of experience. They have less incentive to pick up the first-year apprentices who will require more supervision and training. We are trying to address this issue and find ways to support these individuals within the system to acquire experience.

BOLI helps individuals find where to start on the path to a journeyworker position and, through its partners, provides support along the way.

BOLI helps individuals find where to start on the path to a journeyworker position and, through its partners, provides support along the way.

Q. What can you share with us about the newer “Build your future. Build Oregon.” initiative and what special efforts are being undertaken to generate interest among underrepresented demographic groups?

ODOT receives federal and state funding for the workforce development program. Through an interagency agreement BOLI provides contract administration and ODOT holds BOLI accountable for the 10 required support areas of the program. BOLI then contracts out all these deliverables through a competitive process. We collaborate with BOLI on the subcontracting deliverables At any one time, BOLI might have six to eight subcontractors. One of the partners, Akana, embraced how to implement all these support services through one of these contracts, and they branded the supportive services piece as “Build your future. Build Oregon.” This effort has helped broadcast information about the workforce development program throughout Oregon and helps make more people aware of various program elements and assistance available.

Q. Are you aware of any model practices currently in use among community-based organizations to support women, minorities, and others looking at the construction trades?

Three Oregon-based organizations that provide support for underrepresented populations are: Oregon Tradeswomen which helps women build economic independence; Constructing Hope which is a pre-apprenticeship program in Portland; and Akana which is a Native American-owned, private sector, for-profit organization.

To increase awareness in careers in construction, Akana presents a podcast occasionally. Oregon Tradeswomen historically runs a women and trades fair with dedicated times for adults and for students. This is an opportunity for individuals to meet with people in the trades and talk about those trades and what careers paths they offer. (The fair has been on hiatus due to Covid-19.)

Q. How do you reach people who are no longer in school?

The average age for apprentices is 29 for males, and a little older for women. Some are seeking a second career, or maybe they have some construction experience, but it was limited to residential construction. To raise awareness of the HCWDP program, we work with various membership groups including: the National Association of Minority Contractors; Portland business development groups; Project Working Groups; Chambers of Commerce; veterans; advisory groups; and Tribal Employment Rights Ordinance programs on and near tribal reservations.

We have found that it is important to help people know where to start. We are working on simplifying the on-ramp to the whole system and providing a flow chart to help describe access to the system. We are looking forward to in-person recruitment events again after the last couple of years of virtual meetings.

Looking Ahead

Q. Do you have any concluding thoughts or advice on what strategies NJDOT can pursue to encourage more New Jerseyans to consider a career in the construction industry?

Seek and access the available FHWA funding, and direct it to your workforce development or OJT/Supportive Services programs. You can accomplish what we have in Oregon without legislative mandates. A lot of states work off their annual FHWA allocation but this would be only about $78,000 for Oregon – definitely not enough to build a workforce development program. Instead, work with your organization and your FHWA division field office to access other federal funding and more recently available Infrastructure and Investment Jobs Act (IIJA) dollars.  Without these additional funds, we would not have adequate funding for all our programs and to grow the pipeline and help people move to journey worker status.

In terms of career progression opportunities beyond journey worker, participants could start their own business, maybe becoming a DBE or WBE, and graduate from a DBE program and become a contractor.

It is important to recognize that time is needed to measure success of initiatives like HCWDP, as participants will need two to six years to progress through the system. We have been at this for years and have dedicated partners. You need the sustained funding. There will be no big impact achieved if you can only give out a little bit of money each year to support efforts.

Resources

Akana
http://akana.us/
http://akana.us/odot-boli-main/odot-boli-apprentices/
http://akana.us/odot-boli-main/odot-boli-applicants/

Constructing Hope
https://www.constructinghope.org/

Federal Highway Administration On the Job Training and Supportive Services
https://www.fhwa.dot.gov/civilrights/programs/ojt.cfm

National Association of Minority Contractors
https://namcnational.org/

ODOT/BOLI Highway Construction Workforce Development Program Final Report IAA 30668 July 2015 – June 2017
https://www.oregon.gov/odot/Business/OCR/SiteAssets/Pages/Workforce-Development/ODOT_BOLI_Highway_Construction_Workforce_Development_Program_2017.pdf

Oregon State Building Trades Council
https://www.oregonbuildingtrades.com/

Oregon Tradeswomen
https://oregontradeswomen.org/

Real Help for Working Oregonians – The BOLI_ODOT Workforce Development Program
https://www.youtube.com/watch?v=2sNS5xV9Pa8

A-GaME’s Webinar Series: Ready When You Are & Geophysics Users Group Meetings

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The FHWA is putting on its “A-GaME Summer Super Sessions Series” for 2022, specifically focused on improving geotechnical site characterization practices for construction decisions and constructability. Save the dates and forward to your peers, partners and construction and project managers! These sessions are free.

June 22 – Session 1: Step into the Contractor’s Boots. Hear directly from four contractors on the “asks,” risks and decisions they face when preparing bids and making decisions based on subsurface conditions that might or might not be well investigated, characterized or communicated. A recording is available through registering here. 

July 20 – Session 2: Manage Risk: Reduce Geotechnical Uncertainties Before Construction. Dive into the types of problems we experience during construction as a result of geotechnical uncertainties, and explore A-GaME technologies and other effective solutions to minimize those geotechnical uncertainties through case histories, applications of appropriate site characterization techniques and discussion. A recording is available through registering here. 

­­­­­­August 17 – Session 3: Bridge the Gap: Communicating Subsurface Conditions for Construction. Geotechnical subsurface investigations are not just about design parameters. Geotechnical site characterization must also inform constructability decisions and provide contractors with the information needed to get the job done efficiently and effectively. Explore ways to improve our investigation processes, to effectively communicate site conditions to all stakeholders, and to establish a collective understanding of anticipated conditions and contingencies for bidding and construction decisions. Registration links will be posted when available. 

August 24 – Special Owner’s Only Forum: Making it Happen: Improving Site Characterization for Constructability and Construction Decisions. Intended for DOT Construction and Project Managers, Geotechnical Engineers and other owner representatives, this session will include large and small group discussions, and intra-agency collaboration to improve internal site characterization processes and procedures. Information about this session will be sent at a later date.

In recent years, the FHWA A-GaME webinar series has featured topics that highlight proven, effective exploration method and practices for enhanced, effective site characterization that reduce project risks, improve quality and accelerate project delivery.  Experts from the FHWA, state DOTs, industry and academia have covered everything from the nuts and bolts of A-GaME methods to visualization and design. 

If you missed the webinars live or want to review content, the archived webinars are now hosted on Deep Foundations Institute’s YouTube channel and available to watch on demand.

To stay in the know on A-GaME updates, FHWA invites you to Subscribe to A-GaME e-News!

For more information, contact Ben Rivers at Benjamin.Rivers@dot.gov.

Geophysics Users Group

The joint industry Geophysics Users Group was created in cooperation with FHWA, Geo-Institute, DOTs, DFI and TRB Committees AKG20 and AKG60 to address geophysics users’ needs. The group will be undertaking a launch project, DIGGS for Geophysics, that will contribute to the ASCE/DIGGS XML schema by incorporating geophysical data. The ambitious goal of the project is to develop a fully functional geophysical module in DIGGS in about one year.

If you are interested in geophysics, join the monthly virtual meetings on the second Tuesday of the month at 3:00 p.m. (ET). The meetings are held via Microsoft Teams, which will also be used to house information generated by the group. For more information visit the Geophysics Users Group Committee web page or contact Derrick Dasenbrock, FHWA Resource Center, at derrick.dasenbrock@dot.gov.

 

What is Innovative in the Bipartisan Infrastructure Law? Greater Investment in Safety, Equity, and Climate and Resilience

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On November 15, 2021, the Infrastructure Investment and Jobs Act (IIJA), often referred to as the “Bipartisan Infrastructure Law” (BIL), was signed into law.  With the BIL’s passage, the United States has committed approximately $550 billion to transportation infrastructure within a wider $1 trillion + federal reinvestment in the nation’s infrastructure [1].

Much of the BIL transportation funding seeks to encourage and prioritize the repair, reconstruction and replacement and maintenance of existing transportation infrastructure with appropriations totaling some $350.8 billion (FY 2022-2026), drawing from the highway trust fund ($303.5 billion) and advance appropriations from the general fund (47.3 billion). Most of the highway funding is apportioned to States based on formulas specified in Federal law.  New Jersey could receive approximately $8.1 billion over five years for highways and bridges, based on the federal highway funding formula, or about 41.6 percent more than the State’s funding under current law [2]. However, the BiL also provides significant funding through various competitive grant programs such as the bridges and megaprojects that can demonstrate substantial economic benefits.  New Jersey’s Portal North Bridge under construction in Secaucus reportedly may meet the requirements for a Capital Investment Grant for transit projects [2].

 

 

All U.S. DOT modes will receive transportation funding from BiL with the greatest amount handled through the Federal Highway Administration (FHWA).
All U.S. DOT modes will receive transportation funding from BiL with the greatest amount handled through the Federal Highway Administration (FHWA).
Most of the highway trust funding is apportioned by formula to the states.
Most of the highway trust funding is apportioned by formula to the states.
A great deal of the BiL funding being directed for HIPs from the General Fund is formula-based.
A great deal of the BiL funding being directed for HIPs from the General Fund is formula-based.
Two new climate-focused programs, the Carbon Reduction Program and PROTECT, together match the scale of funding set aside for CMAQ—widening the scope of environmental concerns beyond congestion mitigation and air quality.
Two new climate-focused programs, the Carbon Reduction Program and PROTECT, together match the scale of funding set aside for CMAQ—widening the scope of environmental concerns beyond congestion mitigation and air quality.

Notably, the BIL takes innovative steps in the realms of safety, equity, and climate change and resilience to increase investment and resources for programs, new and old, that will tackle the challenges of the 21st century in both a national and New Jersey-specific context. Growing awareness of the broad harms of road hazards, inequity and injustice, and climate change will inform not only the purpose of specific program investments but influence transportation planning, project delivery, and research for years to come.

Safety

A major program that will advance safety innovation and renovations across the country is the $5 billion, FY 2022-2026 Safe Streets for All (SS4A) Program. A “Complete Streets” program, SS4A is a discretionary program which seeks to advance USDOT’s goal of zero deaths and serious injuries on our nation’s roadways by implementing multi-modal improvements and safety treatments. Examples of applicable SS4A modifications include separated bicycle lanes, traffic calming road design changes, rumble strips, wider edge lines, flashing beacons, and better signage. Metropolitan planning organizations (MPOs), local, and tribal governments are eligible to apply for this funding. Separate provisions in BIL define Complete Streets standards and policies. Additional information on SS4A can be found here. FHWA provides accessible information on Complete Streets here.

A “complete street” in Washington, D.C. with several community livability features for an urban setting such as wide sidewalks with tree coverage, traffic calming design, and a physically protected middle bike lane.  Photo by Maria Oswalt on Unsplash.
A “complete street” in Washington, D.C. with several community livability features for an urban setting such as wide sidewalks with tree coverage, traffic calming design, and a physically protected middle bike lane.  Photo by Maria Oswalt on Unsplash.

Changes have been made to existing safety programs such as the Highway Safety Improvement Program (HSIP) which could prove to more holistically mitigate road hazards. Eligibility for HSIP’s funds (up to 10 percent) can now be used for “specified safety projects (including non-infrastructure safety projects related to education, research, enforcement, emergency services, and safe routes to school)” [1]. Definitions for the program have been modified to recognize as eligible a variety of new types of projects such as traffic control devices for pedestrians and bicyclists and “roadway improvements that separate motor vehicles from bicycles or pedestrians” [1]. State-level assessments of vulnerable road users are rolled into the requirements of the HSIP. More information on these guidance changes can be found here.

Funding for highway safety traffic programs under the BIL are $13 billion more than the levels established for the Fixing America’s Surface Transportation (FAST) Act. In FY2022-2026, 402 formula funding for highway safety traffic programs is expected to allocate approximately $42 million to New Jersey to help improve driver behavior and reduce deaths and injuries from motor vehicle-related crashes. This funding represents about a 29 percent increase over FAST Act levels [2] when averaged on an annual basis. Such increases in funding for roadway safety improvement provides an opportunity to put forward educational, enforcement and design strategies to counter a recent surge in US and NJ traffic fatalities.

Equity

To promote and implement equity-oriented innovation, the current administration has held itself to a “Justice40 commitment,” the goal of which is to deliver 40 percent of the benefits of the climate and energy related investments to disadvantaged communities [3]. This commitment is reflected in BIL’s transportation funding. One example provided by USDOT is that $5.6 billion in Low- or No-Emission Bus Grants to transition to low- or zero-emission buses will be assessed and likely partially directed to low-income communities to advance environmental justice.

USDOT developed a definition for disadvantaged communities (DACs) to be utilized in connection with certain criteria under Justice40-covered grant programs. The DAC definition draws upon data for 22 indicators collected at the U.S. Census tract level, which are then grouped into six categories of transportation disadvantage to identify places that are disadvantaged.

The Justice40 Disadvantaged Community Interim Definition goes as follows:

  • Transportation access disadvantage identifies communities and places where residents spend more, and take longer, to get where they need to go.
  • Health disadvantage identifies communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures.
  • Environmental disadvantage identifies communities with disproportionately high levels of certain air pollutants and high potential presence of lead-based paint in housing units.
  • Economic disadvantage identifies areas and populations with high poverty, low wealth, lack of local jobs, low homeownership, low educational attainment, and high inequality.
  • Resilience disadvantage identifies communities vulnerable to hazards caused by climate change.
  • Equity disadvantage identifies communities with a high percentile of persons (age 5+) who speak English "less than well."

To assist grant applicants in identifying whether a proposed project is located in a DAC, USDOT provides a list of U.S. Census tracts that meet the DAC definition and a corresponding mapping tool,  Transportation Disadvantaged Census Tracts (Historically Disadvantaged Communities).

Several USDOT programs are using the interim definition of DACs to ask discretionary grant applicants and formula program administrators to identify how their projects benefit DACs. More information on how the Justice40 commitment shapes the equity orientation of BIL’s transportation funding can be found here.

One major new BIL program addressing inequities within America’s transportation infrastructure is the Reconnecting Communities Pilot Program. The discretionary program was conceived to provide $1 billion over five years to remedy the negative effects of past transportation investment decisions that divided communities [1], such as highway expansions that cut cities in half. Applicants for Reconnecting Communities funding can seek capital constructions grants (such as for the replacement of an eligible facility with a new facility that restores community connectivity) or as well as planning grants and technical assistance grants. More information about this innovative program to redress the adverse cumulative effects borne by communities from past transportation investments can be found here.

For New Jersey, the Reduction of Truck Emissions at Port Facilities Program is another innovative program that holds promise for redressing the environmental health effects attributable to siting and operating regional goods movement facilities. By funding the study of, and competitive grants to reduce, truck idling and emissions at ports (such as promotion of port electrification and possibly hydrogen-fuel technologies), pollutants and adverse health disparities borne by port communities could be reduced. Northern New Jersey, as one of the most important freight hubs in North America, is likely to receive some of the $400 million available in discretionary funding (FY2022-FY2026) as well as a portion of the Port Infrastructure Development Program’s annual budget, recently increased to $450 million. These investments to modernize and reduce the environmental burdens of the nation’s freight infrastructure could reduce unfairly distributed health hazards in New Jersey.

In line with the Justice40 commitment, a number of regulatory changes to existing programs contain equity-oriented provisions. In the continuation of the Fixing America's Surface Transportation (FAST) Act, the Metropolitan Planning Program has a BIL requirement “to consider equitable and proportional representation of population of metropolitan planning area when the MPO designates officials or representatives” [1]. Such requirements, even when non-binding, support a wider culture and consideration of equity in how the nation’s urban and transportation policies are devised and implemented. Many communities today live with the legacy of decisions made without their input, and so this innovative provision in the Metropolitan Planning Program is an appropriate step to discontinue such inequities in institutional processes.

USDOT’s Disadvantaged Communities map of New Jersey Census Tracts illustrates several places (in yellow) that should inform project planning that is aligned with the Justice40 Commitment
USDOT’s Disadvantaged Communities map of New Jersey Census Tracts illustrates several places (in yellow) that should inform project planning that is aligned with the Justice40 Commitment

Climate & Resilience

The climate and resilience orientation of the BIL presents innovation not only in fashioning new programs but in integrating carbon reduction goals into existing infrastructure funding frameworks. The newly established Carbon Reduction Program is a formula-funded $6.4 billion addition to the Highway Trust Fund (HTF) for the purpose of backing projects that reduce transportation emissions, and support development of broader carbon reduction strategies. Projects as varied as congestion pricing systems, infrastructure for alternative fueled vehicles (electric, hydrogen, propane, and natural gas), port electrification, replacement of street lighting and traffic control devices with energy-efficient alternatives, and public transportation are eligible. Additional information on the Carbon Reduction Program can be found here.

Increased need for disaster resiliency in transportation systems informs the purpose of the newly established Promoting Resilient Operations for Transformative Efficient, and Cost-saving Transportation (PROTECT) program. Like the Carbon Reduction Program, PROTECT injects $7.3 billion in the HTF for a formula distribution to the states and also provides $1.4 billion in discretionary funds. This $8.7 billion will help fund resilience improvements in highways, transit systems, intercity passenger rail, and port facilities, as well as support the development of resiliency and evacuation plans. For FY2022 alone, New Jersey is expected to receive roughly $34 million [4] from PROTECT, presenting the opportunity to proactively guard the State’s transportation system from hazards related to climate change. Discussion from the National League of Cities on PROTECT can be found here.

Within the realm of innovative transportation technology, the National Electric Vehicle Infrastructure (NEVI) Formula Program seeks to expand the supply of infrastructure to support the growing presence, if not the transition, of the nation’s fleet to electric and alternative fuel vehicles. Providing approximately $5 billion over five years, NEVI is designed to establish Electric Vehicle (EV) charging stations “along designated Alternative Fuel Corridors, particularly along the Interstate Highway System.” Building on existing federal plans such as Alternative Fuel Corridors, NEVI seeks to guarantee interstate travel by electric vehicle nationally.

Given that New Jersey has the highest number of electric cars per charging station of any state in the country, this additional push is well-suited to the state’s needs and climate goals. The NEVI formula is expected to provide New Jersey with $104.4 million; at an estimated cost per station of $173,000, this level of investment would pay for around 600 charging stations [5]. This funding represents 2.5 percent of the total fund which is roughly commensurate with New Jersey’s Census 2020 population share of 2.8 percent. Another $1.4 billion is available through NEVI discretionary funding that New Jersey could compete to receive.

Similarly, the discretionary Charging and Fueling Infrastructure Program is a competitive funding program with $2.5 billion available to implement innovative fueling infrastructure. At least fifty percent of this funding must be used for a community grant program that prioritizes projects in rural areas, low- and moderate-income communities, and communities with a low ratio of private parking spaces. New Jersey governments’ ability to compete for this funding could shape the built environment and advance the state’s carbon reduction goals for years to come.

Additional information on the National Electric Vehicle Infrastructure Formula Program can be found here. Additional information on how NEVI and the Charging and Fueling Infrastructure program connect within new federal funding programs for EV Charging can found here.  An article of NEVI’s role in New Jersey can found here.

Charging Station sign: Increased investments in EV charging technology will promote changes in built environment and the energy mix of transportation.  Photo by Michael Marais on Unsplash.
Charging Station sign: Increased investments in EV charging technology will promote changes in built environment and the energy mix of transportation.  Photo by Michael Marais on Unsplash.

Conclusion

These new and innovative programs and provisions of the BiL focus on safety, equity, climate change and resilience topics.  However, the BiL’s highway provisions establish funding and make changes to numerous other programs focused on the nation’s continuing infrastructure, congestion, safety, community, environmental and project delivery challenges. The Congestion Mitigation and Air Quality (CMAQ) Improvement Program, the Surface Transportation Block Grant (STBG) Program, the National Highway Freight Program (NHFP), the Highway System Improvement Program, and the National Highway Performance Program (NHPP) are just some of the existing Federal-aid apportioned programs for which changes in funding, eligible projects, eligible entities and federal shares, among other provisions, are being made.

Other new discretionary programs are established for significant infrastructure programs and freight, equity, planning and project delivery. Research, development, technology and education (RDT&E) program funding levels are authorized with various highway research set-asides established to support deployment and operation of innovative technologies to pilot road usage fees, accelerate digital construction management systems, and advance mobility programs.

The BiL has been characterized as a “once in a generation investment in infrastructure.”  As with prior Federal transportation spending bills, the BiL contains provisions that can be expected to influence the nation’s economic competitiveness, environmental sustainability and development priorities. In this case, the BiL offers new opportunities for planning, building, and maintaining a transportation system that is more reliable and safe, equitable, and resilient to economic and energy security challenges and climate change. 

FHWA has prepared a table to illustrate how various programs are available to a range of recipients . Interestingly, Safe Streets and Roads for All is the only program that states are not eligible for, conveying a truly neighborhood scale approach.
FHWA has prepared a table to illustrate how various programs are available to a range of recipients. Interestingly, Safe Streets and Roads for All is the only program that states are not eligible for, conveying a truly neighborhood scale approach.

 

 

RESOURCES

Referenced Resources:

[1] Bipartisan Infrastructure Law (BIL) * Overview of Highway Provisions file
[2] The Bipartisan Infrastructure Law Will Deliver for New Jersey https://www.transportation.gov/briefing-room/bipartisan-infrastructure-law-will-deliver-new-jersey
[3] Justice40 Initiative https://www.transportation.gov/equity-Justice40
[4] Distribution of Promoting Resilient Operations for the Transformative, Efficient, and Cost-Saving Transportation (PROTECT) Program Funds Apportioned for Fiscal Year 2022 https://www.fhwa.dot.gov/legsregs/directives/notices/n4510864/n4510864_t20.cfm
[5] NJ will receive $15.4 million to expand electric vehicle charging infrastructure this year https://dailytargum.com/article/2022/02/nj-will-receive-usd15-4-million-to-expand-electric-vehicle-charging

Other Resources Highlighted:

NJDOT Wins Best TSMO Project from National Operation Center for Excellence

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In March 2022, the National Operations Center of Excellence presented New Jersey Department of Transportation with the Best Transportation Systems Management and Operations Project award for the agency’s work on the US Route 1 Intelligent Transportation Systems (ITS) Improvement Project. Route 1 is a very active highway that runs through New Jersey, spanning the east Atlantic Coast and connecting Fort Kent, Maine to Key West, Florida. The route serves as a major arterial road for much of New Jersey, offering many points of commerce, utility access, and vehicular connectivity to the municipalities it traverses and for nearby communities. In South Brunswick, at the intersection of Route 1 and Ridge Road, the highway narrows from three to two lanes and saw queuing as a result of this lane reduction.  This queuing caused travel time delays and could theoretically result in crashes.

At the request of South Brunswick Township, NJDOT studied low-cost TSMO solutions to relieve this congestion. NJDOT worked with the community to implement Hard Shoulder Running while utilizing ITS technology including digital messaging, overhead lane use control signs, and CCTV to manage the implementation. Permanently deployed within a year at low cost to the taxpayer, this project resulted in a 45 percent decrease in travel time along the corridor during the PM rush hour and a reduction in congestion of about 29 percent at the bottleneck. Congratulations to all those who worked on this project and for this recognition of the project’s success.

More detailed information on the planning and deployment and the benefits of this TSMO award winning project is described in this NOCoE Case Study.