NJ STIC 4th Quarter 2022 Meeting

Posted on December 18, 2022January 3, 2023

The NJ State Transportation Innovation Council (NJ STIC) convened online for the 4^th Quarter Meeting on December 14, 2022. The STIC Meeting Agenda had been distributed to the invitees prior to the meeting. Participants could use the chat feature to offer comments or ask questions of the speakers during the online meeting.

Brandee Sullivan (Chapman), NJDOT Innovation Coordinator greeted the meeting participants, followed by Assistant Commissioner Michael Russo who provided the Welcome and Opening Remarks. He announced that the NJ STIC was awarded the FHWA STIC Excellence Award, for development of the STIC Communications Plan, creation of a full-time Innovation Coordinator position, and creation of a new core innovation area related to Organizational Improvement and Support. This is the second STIC Excellence Award received by NJ STIC.

FHWA EDC Innovation. Helene Roberts, Innovation Coordinator and Performance Manager for the FHWA NJ Office, noted that the EDC-7 cycle will be beginning in January 2023. She highlighted the seven initiatives that will be part of the next cycle: Nighttime Visibility for Safety; Next Generation TIM: Technology for Saving Lives; Integrating GHG Assessment and Reduction Targets in Transportation Planning; Enhancing Performance with Internally Cured Concrete (EPIC2); EPDs for Sustainable Project Delivery; Rethinking DBE in Design-Build; and Strategic Workforce Development. She noted that the FHWA EDC-7 Summit will be held from February 14-16, 2023 as a virtual event. The Summit will be followed by a NJ STIC Caucus on February 22, 2023.

Core Innovation Area (CIA) Updates. The meeting continued with presentations from Core Innovative Area (CIA) leaders who provided updates of the status of EDC initiatives on the topics of Safety, Infrastructure Preservation, Mobility and Operations, and Organizational Improvement and Support.

There was a brief break during which meeting participants could take part in an online transportation trivia quiz on innovations promoted through the Every Day Counts Program since its inception.

Featured Presentation – Ultra High Performance Bridge Preservation. Jess Mendenhall, Project Engineer, and Samer Rabie, Principal Engineer from NJDOT’s Structural Value Solutions Unit presented on the design, construction, and evaluation of Ultra-High Performance Concrete (UHPC) Bridge Deck Overlays for NJDOT. The NJDOT Structural Value Solutions unit has been exploring the use of UHPC in bridge preservation and rehabilitation projects, an emerging application of UHPC in the United States. Bridge deck overlays were placed on four New Jersey bridges.

Mr. Mendenhall described the composition of the material and its superior mechanical and durability properties. He observed that the the advantages to using the material include preservation of bridge elements in good or fair condition and extension of the service life of bridge decks yielding potential life cycle cost savings. The disadvantages include the cost of the material, limited contractor experience with use of UHPC as an overlay, and the workability of the overlay mix. The cost of using UHPC tends to be higher than that of conventional overlay, and lower than replacement of the bridge deck.

Fully understanding the existing bridge condition and determining the remaining service life of primary structural components (i.e., the deck, superstructure and substructure) are crucial in choosing whether to proceed with deck preservation using UHPC overlay or conventional deck replacement and rehabilitation. Mr. Mendenhall provided an illustrative example of how a life cycle cost analysis can help support the decision of preservation versus reconstruction of a bridge.

Mr. Mendenhall described the research process and criteria used for the selection of the four bridges, among other candidates, for advancement into design and construction for UHPC Bridge Deck overlay to permit testing of UHPC. Eight candidate structures were fully evaluated and tested before the four bridge structures were advanced. In this stage, testing was performed on current deck conditions. All structures included in the program were evaluated for suitability based on the structural evaluations, chloride content within the deck, feasible construction stages, traffic analysis results, and existing overlay depths. Chloride content was obtained from concrete core samples on each bridge deck.

The bridges that were ultimately selected varied in their age, size and design. All the bridges had asphalt overlay. The selected bridges for the pilot program were in good condition to leverage the perceived long life-span of UHPC and not allow other factors to limit the potential service life. Two of the bridges selected were less than 10 years old, and two bridges were 30-40 years old.

In the design phase, the finished bridge deck elevation was required to match the existing elevations. Various solutions were found for the four bridges including a thin overlay, a 1.5” overlay with an asphalt topping, and a 2.75”UHPC overlay with no asphalt topping. Design solutions avoided excessive UHPC overlay to control costs.

Mr. Mendenhall described the preferred surface conditions for the application of UHPC and the rationale for a hydrodemolition specification to remove the upper half inch of the existing deck surface. This process results in a roughened surface with exposed aggregate which is the ideal bonding surface for UHPC that limits microfractures that can affect bond performance compared to other technologies such as diamond grinding and milling.

During his presentation he also spoke about the staging of construction into two stages for all bridges, highlighting specifications and joint details to prevent water intrusion and provide structural continuity in the deck slab. Exposed fiber finish was specified to promote bonding between stages of UHPC application to ensure an exposed aggregate finish suitable for UHPC application. He highlighted the need for full depth and reconstruction with UHPC to full depth at deck joints which can be susceptible to deterioration.

Samer Rabie discussed UHPC materials specifications and testing, specifications for construction processes, lessons learned, the evaluation process, and the focus of future assessments. He shared video examples of UHPC placement in the field and discussed design and construction special provisions, use of specialized equipment, mixing and application of UHPC, the importance of exposed fibers, the expertise required of the workforce and contractors, and proper curing and finishing, among other topics.

Several lessons learned were shared, including an expectation that NJDOT would seek in the scoping and concept development stage to identify project locations that could use UHPC as a final riding surface (rather than asphalt) to enable its evaluation, inspection and characterization for representative condition ratings for the future. However, if an overlay is needed on top of UHPC for geometry or profile, the agency will consider BDWSC (Bridge Deck Waterproof Surface Course) or High Performance Thin Overlay materials.

To measure the existing conditions, the use of ground-penetrating radar (GPR) should be used to determine concrete cover, overlay thickness and reinforcement locations and to determine the causes of delamination.

Two special provision items will emphasize the use of surveys to inform depths of hydrodemolition and material qualities required for placement to ensure continuous operation and to specify watertight forms, top forms, minimum overfill, and surface grinding.

Mr. Rabie also outlined construction considerations and challenges in the application of UHPC and proper staging. He described how UHPC slurry with no fibers was placed in air voids in response to surface defects before asphalt paving and emphasized that proper repair methods in contract documents should be defined to address aesthetic or structural anomalies.

Mr. Rabie also described in some detail the testing methods that have been used for annual evaluations for two bridges, including non-destructive impact echo testing and ultrasonic tomography, as well as physical sampling and lab testing. The ultrasonic tomography and impact echo testing indicated that the bond between UHPC and concrete substrate is sound and that the chloride content was within expectations.

In his concluding remarks, Mr. Rabie observed that the baseline testing was successful, with no significant defects encountered. NJDOT is considering installing UHPC overlays on newly constructed decks as well as decks with lower condition ratings for future projects. A deeper overlay (with deeper existing deck removal) will be regarded as a viable alternative for structures that need a major deck rehabilitation. NJDOT is also incorporating UHPC for several applications in the new design manual, including P&R. In future studies, the team will seek to better understand deterioration rates of UHPC. The presenters also responded to questions related to the approximate service life of UHPC and its tensile capacity.

Reminders and Updates.

Mrs. Sullivan (Chapman) announced that NJDOT received the 2022 America’s Transportation Award for Best Use of Technology and Innovation for the Implementation of Drivewyze on 647 miles of NJ’s Highways.

Mrs. Sullivan (Chapman) provided reminders on the online location of several resources that highlight the NJ STIC and other innovation topics funded through research and technology transfer activities, including:

NJDOT Tech Transfer Website – http://www.njdottechtransfer.net/
NJ STIC Website – https://www.njdottechtransfer.net/nj-stic/
NJ STIC Meetings – https://www.njdottechtransfer.net/nj-stic-meetings/

She reminded the attendees to save the dates for the FHWA EDC-7 National Summit and the NJ STIC Caucus. The EDC-7 Summit will be held from February 14-16, 2023 as a virtual event, featuring some states that have used the initiatives successfully, and an Innovation Showcase. The Summit will be followed by the NJ STIC Caucus on February 22, 2023 from 10:00am-12:00pm. During the Caucus, the NJ STIC will discuss the opportunities and barriers of the new initiatives and consider what initiatives New Jersey should pursue.

STIC Incentive Program funds are still available for 2022 and more funds will be available soon for the coming year. The FHWA offers these funds, as well as technical assistance, to support the costs of standardizing innovative practices in a state transportation agency or other public sector STIC stakeholder. NJ STIC receives $100,000 each year. Mrs. Sullivan (Chapman) asked that the STIC network members communicate these grant opportunities through their networks. Local public agencies are eligible to apply. Find more information, including examples of allowable activities and prior recipients, here.

Mr. Russo provided closing remarks.

A recording of the NJ STIC December 2022 meeting can be found here.

The Meeting Presentations can be found in its entirety here and or in sections below.

NJ STIC December 2022 Meeting Recording

Welcome Remarks

FHWA EDC Innovation Updates

CIA Team Update: Safety

CIA Team Update: Infrastructure Preservation

CIA Team Update: Organizational Improvement and Support

CIA Team Update: Mobility and Operations

Feature Presentation: NJDOT Innovative Approach to Safety

Reminders, Announcements, and Thank You

Presentation: Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT

Posted on December 18, 2022December 19, 2022

UHPC for Bridge Preservation and Repair is a model innovation in the sixth round of the FHWA’s Every Day Counts Program (EDC-6). Ultra High Performance Concrete (UHPC) is recognized as an innovative new material that can be used to extend the life of bridges. Its enhanced strength reduces the need for repairs, adding to the service life of a facility.

NJDOT recently installed UHPC Bridge Deck overlays on four bridges in New Jersey. NJDOT engineers, Jess Mendenhall and Samer Rabie, explained the rationale for UHPC's installation and highlighted key lessons learned in bridge selection, existing conditions & testing, design, materials specifications, construction methods and evaluation during the NJ STIC 4th Quarter 2022 meeting.

Their recorded presentation, Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT, is viewable below. Their presentation can be downloaded here or from the NJ STIC 4th Quarter Meeting page.

NJ STIC's UHPC Innovative Initiative page highlights the deployment progress and activities of the core team in seeking to advance UHPC for Bridge Preservation and Repair and contains other articles and resources.

How Collaborations Like NJCTII Advance Connected Vehicle Technology

Posted on December 15, 2022December 21, 2022

Advancements in automobile technologies have prompted the New Jersey Department of Transportation (NJDOT) and other stakeholders across the nation and globe to explore the potential of Connected Vehicle systems. Connected Vehicle (CV) technology allows cars on the road to remotely communicate with surrounding digital systems, and react accordingly to ensure safety, operations and mobility benefits.

These communication networks are often divided into three broad concepts (1):

Vehicle to Vehicle (V2V): CVs communicating with each other to alert riders or prevent potential collisions.
Vehicle to Infrastructure (V2I): CVs communicating with road or city systems, such as stoplights, to orient and guide safer road navigation.
Vehicle to Everything (V2X): CVs communicating with potentially any accessible device, such as a pedestrian’s phone to prevent unsafe traffic interactions.

CVs can be integrated with array of digital systems to improve vehicle safety. Source: MnDOT

Over several years, NJDOT has introduced several initiatives and participated in various CV-related working groups to evaluate the requirements for upgrading its digital infrastructure to support the successful deployment and integration of CV equipment into the existing NJDOT ITS architecture. From these evaluations, NJDOT determined that the best way to implement a real-world Transportation System Management and Operations (TSMO) solution would be to establish a complete CV test-bed environment with pilot field locations. This determination led to NJDOT completing its New Jersey Connected Technology Integration and Implementation (NJCTII) project. NJDOT recently drafted a case study published by the National Operations Center of Excellence (NOCoE) that describes the lessons learned from the NJCTII initiative in advancing CV technologies (2).

TSMO Planning Strategies and Deployment

As part of the case study, NJDOT noted that a thorough planning and evaluation process was required to carry out the procurement, deployment and validation processes that could lead to the enhanced digital infrastructure hardware and software required for CV technologies. NJDOT described how its efforts followed the Federal Highway Administration’s (FHWA) System Engineering Process, highlighting several key implementation steps:

Capability Maturity Matrix (CMM): A process tool that allowed the NJCTII to prioritize the proper actions and areas of emphasis throughout the NJCTII project.
Concept of Operations (ConOPS): A document that outlined the NJDOT’s current digital infrastructure and communications systems and identified the needs required to achieve statewide connectivity, CV data management and networking, procurement, and CV application deployment.
System Requirements Document (SRD): A document and a new process was created to evaluate deployment locations and determine needs for CV technology implementation, such as requirements for location selection, hardware selection, data flows security, and interoperability with existing NJDOT systems. NJDOT hosted or participated in several workshops to determine the overall system requirements of the digital infrastructure and CV technologies for successful deployment.
Solution Design Document (SDD): A document that utilized information from the SRD to design the digital infrastructure and CV systems for deployment at five pilot intersections, including wiring diagrams, networking, network equipment layout and field equipment installation.

Following this detailed TSMO implementation process, NJDOT was able to procure the hardware and software components required to complete a full CV system validation in a lab facility located at The College of New Jersey (TCNJ) before conducting installation and field testing at pilot locations.

The laboratory testing and pilot implementation phases have involved a broad collaboration of government, academia, technology provider and engineering industry, stakeholders, among others. Source: NOCoE Report

Outreach and Communications Lessons

The case study highlights the importance of outreach and communications processes that were conducted to coordinate with key stakeholders and other transportation agencies. These processes were used to determine the goals and needs for the CV system deployment on NJ’s roadway network and to consider the operational and safety issues that could be addressed through TSMO deployment strategies for CV systems. These activities included direct coordination with other transportation agencies within NJ, CV vendor and Original Equipment Manufacturers (OEMs), along with other departments within NJDOT.

Recognizing that there were many groups within NJ that were investigating CV technologies, but that they were working independent of each other, NJDOT and the NJCTII project team organized or participated in CV topic conferences, trainings, and laboratory demonstrations to disseminate knowledge of the emerging technology. The team found that involving many stakeholders in the CV planning and development process was a useful means to improve knowledge-sharing among practitioners and organizations, avoid and minimize redundant breakthroughs, accelerate the output of R&D, and increase buy-in across organizations.

CV systems connect to variety of digital inputs and outputs to advance road safety controls beyond what a particular element could achieve in isolation. Source: NJCTII Case Study Report

Outcomes and Benefits

The case study highlights several notable outcomes and benefits. One key benefit was that NJDOT successfully deployed and integrated CV technology for several purposes: Signaling, Phase and Timing (SpaT), Traveler Information Message (TIM), Basic Safety Message (BSM), Personal Safety Message (PSM) and MAP (i.e., messaging set to provide intersections) CV data. The NJCTII team used a spiral based testing approach in the lab to validate the CV systems. NJDOT used the lessons learned from the lab to deploy a fully functional CV system at 5 pilot intersections.

Advancing Projects Through Pipeline

A pipeline of Smart and Connected Corridor projects, which use CV technology, are at various stages of planning, design and implementation in New Jersey demonstrating the fruits of the efforts to-date (3). Earlier this year, the South Jersey Transportation Authority was awarded a $8.74 million grant for the Smart and Connected Atlantic City Expressway project (4). This project will utilize V2X and advanced intelligent transportation systems (ITS) technology to improve traffic safety and efficiency. The project is being funded via the Advanced Transportation and Congestion Management Technologies Deployment (ATCMTD) grant, a program launched through the Bi-Partisan Infrastructure Bill, that is also supporting the implementation of CV systems in at least 9 other ITS projects (4). Another notable ATCMTD recipient-project is Kentucky’s Wrong Way Driving and Integrated Safety Technology System (4), which further highlights the potential of CV and ITS systems to implement road safety controls.

With an estimated 42,000 American car crash fatalities in 2021 alone (6), CVs’ potential to save lives and reduce congestion-generating crashes warrants increased attention. Models of better cooperation and general understanding of CVs, such as NJCTII, will continue to accelerate the improvement of the technology. The NJCTII initiative offers some useful lessons for other state DOTs and organizations in its approaches to test bed and pilot field-testing; use of trainings and lab demonstrations and other events to educate staff and stakeholders on CV technologies; and the development and sharing of documents to advance technological know-how and implementation through planning, design, procurement and installation phases.

References

(1) United States Department of Transportation (2020, February 27). How Connected Vehicles Work. https://www.transportation.gov/research-and-technology/how-connected-vehicles-work#:~:text=The%20CV%20concept%20uses%20data,doing%20and%20identify%20potential%20hazards

(2) National Operations Center of Excellence (2022). New Jersey Connected Technology Integration and Implementation (NJCTII). https://transportationops.org/case-studies/new-jersey-connected-technology-integration-and-implementation-njctii

(3) Intelligent Transportation System of New Jersey (2021, April 21). NJDOT’s Smart and Connected Corridor Program. Presentation: https://docplayer.net/211213418-Njdot-s-smart-and-connected-corridor-program.html

(4) NJ Biz (2022, August 11). SJTA receives $8.7M grant for AC Expressway project. https://njbiz.com/sjta-receives-8-7m-grant-for-ac-expressway-project/

(5) U.S. Department of Transportation (2022, August 10). U.S. Department of Transportation Awards $5.14 Million for Safe Driving Technologies in Kentucky https://highways.dot.gov/newsroom/us-department-transportation-awards-514-million-safe-driving-technologies-kentucky

(6) National Highway Traffic Safety Administration (2022, May 17). Newly Released Estimates Show Traffic Fatalities Reached a 16-Year High in 2021. https://www.nhtsa.gov/press-releases/early-estimate-2021-traffic-fatalities

Additional CV, ITS, and Smart and Connected Corridor Resources

Minnesota Department of Transportation (2022). Connected and Automated Vehicles. http://www.dot.state.mn.us/automated/

DriveOhio (Accessed 2022, November 15). 33 Smart Mobility Corridor. https://drive.ohio.gov/programs/av-cv/33-smart-mobility-corridor

FHWA Announces EDC-7 Innovations

Posted on December 2, 2022January 23, 2023

Every two years, FHWA works with state transportation departments, local governments, tribes, private industry and other stakeholders to identify and champion a new collection of innovations that merit accelerated deployment through the Every Day Counts Program (EDC). The FHWA’s Center for Accelerating Innovation (CAI) has recently issued the next round of areas of innovation, EDC-7.

EDC is a state-based model that identifies and rapidly deploys proven, yet underutilized innovations to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and improve environmental sustainability. Proven innovations promoted through EDC facilitate greater efficiency at the state and local levels, saving time, money and resources that can be used to deliver more projects.

FHWA’s CAI fosters collaboration between stakeholders within the transportation community through the State Transportation Innovation Councils (STIC), which are charged with evaluating innovations and spearheading their deployment in each state.

More information on the EDC-7 Innovations will be presented at the EDC-7 Virtual Summit, scheduled for February 14-16, 2023. Transportation leaders and front-line professionals from across the country will discuss and identify opportunities for implementing the innovations that best fit the needs of their respective state transportation program. Shortly after the Virtual Summit, an NJ STIC Caucus will be convened on February 22, 2023 to finalize the selection of innovations, establish baseline condition and performance goals for innovation deployment over the upcoming two-year cycle, and form leadership and technical teams to support the implementation of each of the chosen innovations.

In announcing its EDC-7 innovations, FHWA emphasized its commitment to a focus on safety for all users, sustainable infrastructure, and inclusive workforce development. Descriptions of each of the EDC-7 Innovations are below:

Nighttime Visibility for Safety. The nighttime crash fatality rate is three times the daytime rate. Enhancing visibility along corridors, intersections, and pedestrian crossings can help reduce fatalities. This initiative promotes traffic control devices and properly designed lighting to improve safety for all users.

Next Generation TIM: Technology for Saving Lives. Over six million crashes a year in the U.S. put responders and other vulnerable road users at risk. Next-Generation Traffic Incident Management programs promote emerging technologies such as emergency vehicle lighting and queue warning solutions. These and other tools can advance safety and operations to mitigate incident impacts.

Integrating GHG Assessment and Reduction Targets in Transportation Planning. Transportation is the largest emitter of greenhouse gases in the U.S. This initiative provides resources to help agencies quantify greenhouse gases and set goals to decrease motor vehicle, construction, and life-cycle emissions through planning and project development.

Enhancing Performance with Internally Cured Concrete (EPIC2). Cracking in concrete is a limiting factor in achieving long-term concrete performance. Internal curing mitigates shrinkage cracking and has the potential to substantially extend the service life of concrete bridge decks and enhance the performance of pavements and repairs.

EPDs for Sustainable Project Delivery. Construction materials such as concrete and asphalt have environmental impacts during their life cycle. Environmental product declarations, or EPDs, document those impacts. This tool helps States support procurement decisions and quantify embodied carbon reductions using life cycle assessments for sustainable pavements.

Rethinking DBE in Design-Build. Many disadvantaged business enterprise program procedures do not adequately address design-build contracting. New practices are available to support the effective integration of program requirements to help small, disadvantaged businesses compete for design-build contracts.

Strategic Workforce Development. The demand for highway workers is growing, and emerging technologies require new skills. This innovation helps stakeholders improve their ability to identify, train, and place highway construction workers. The focus will expand to rural and Tribal communities to increase career opportunities.

FHWA Issued Its EDC-6 Progress Report #3

Posted on September 26, 2022September 26, 2022

FHWA’s latest report tracks progress on advancing innovations by the state DOTs during Round 6 of the EDC program.

The Every Day Counts Round 6 Progress Report #3 is now available here.

Every Day Counts (EDC) is the Federal Highway Administration’s (FHWA’s) program to advance a culture of innovation in the transportation community in partnership with public and private stakeholders. Through this State-based effort, FHWA coordinates rapid deployment of proven strategies and technologies to shorten the project delivery process, enhance roadway safety, reduce traffic congestion, and integrate automation.

The Progress Report summarizes the June 2022 status of deployment for the seven innovations in the sixth round of EDC. The report is intended to be a resource for transportation stakeholders as they develop their deployment plans and to encourage innovation in managing highway project delivery to better serve the Nation.

More information on the EDC-6 Round Innovations, including the initial Baseline Report and Progress Reports can be found here.

NJ STIC 3rd Quarter 2022 Meeting

Posted on September 21, 2022September 23, 2022

The NJ State Transportation Innovation Council (NJ STIC) convened virtually for the 3^rd Quarter Meeting on September 19, 2022. The NJ STIC Agenda had been distributed to the invitees prior to the meeting. Participants could use the Microsoft Teams platform chat feature to offer comments or ask questions of the speakers during the online meeting.

Brandee Chapman, NJDOT Innovation Coordinator greeted the meeting participants, followed by Assistant Commissioner Michael Russo who provided the Welcome and Opening Remarks.

FHWA EDC Innovation. Helene Roberts, Innovation Coordinator and Performance Manager for the FHWA NJ Office, noted that there are three months remaining in EDC-6 and the EDC-7 cycle will begin in January 2023. She does not have information about the initiatives that will be part of the next cycle, but they should be announced soon. The EDC-7 Summit will likely be held in early December as a virtual event, featuring some states that have used the initiatives successfully, and will be followed by a NJ Caucus, where the NJ STIC will discuss the opportunities and barriers of the new initiatives and consider what initiatives New Jersey should pursue. The final reports for EDC-6 will be completed in January 2023.

There was a brief break during which meeting participants could take part in a transportation trivia quiz through Mentimeter.

Featured Presentation – Safety CIA Team. The featured presentation was delivered by Daniel Lisanti, Manager, and Jeevanjot Singh, Section Chief for the Bureau of Safety, Bicycle & Pedestrian Programs (BSBPP).

Mr. Lisanti noted that the Bureau comprises three units: the Office of Safety Program Management, Office of Bicycle and Pedestrian Planning, and the Office of Complete Streets Implementation. The Bureau manages the federally-funded Highway Safety Improvement Program (HSIP) for all roads in the State, manages the implementation of the 2020 New Jersey Strategic Highway Safety Plan (SHSP) for Bicycle and Pedestrian Planning, and serves as the Subject Matter Expert (SME) on Complete Streets Implementation. The Bureau also manages technical projects that identify, inventory, review and analyze safety concerns along state and non-state roads, and suggest safety countermeasures, among other responsibilities.

Currently, the Bureau has 214 active HSIP projects in various stages of development. Mr. Lisanti gave an overview of the Bureau and the evolution of the programs over the past decade, explaining that HSIP funding increased and NJDOT shifted from funding low-cost, quick-fix maintenance projects to supporting larger scale capital improvement projects.

Mr. Lisanti reviewed the Bureau’s previous STIC-related accomplishments which include work on the Safe Transportation for Every Pedestrian (STEP) initiative for EDC-4 and EDC-5 involving an action plan for pedestrian crossing countermeasures at uncontrolled locations, and systemic safety projects for midblock crosswalk safety improvements. For EDC-3, the Bureau used STIC funding to hold local safety peer exchanges to discuss Data Driven Safety Analysis and substantive safety and the systemic safety approach. Related to the EDC-5 initiative Reducing Rural Roadway Departures, NJDOT held a three-day virtual training with FHWA and the FHWA Resource Center.

The Bureau has changed focus to consider why crashes happen, and to take steps to proactively address the risk of a crash. Projects include Horizontal Curve Safety Assessment which is nearing completion, Wrong Way Driving, and forthcoming safety assessments for School Zones and Intersections. Other areas of focus include Vegetation Safety Management and Midblock Crosswalk Improvements on NJDOT roadways.

Ms. Singh reviewed several improvements to the Safety Project Delivery Process to institutionalize safety in all of their projects. The Bureau is using condensed CD checklists in the limited scope process for the Horizontal Curve Sign Program and High Friction Surface Treatment to fast-track deployment. They have included Highway Safety Manual analysis and Complete Streets checklist activities to the Capital Project Delivery Process network diagram to ensure project managers are aware of requirements for HSIP projects. The Bureau is working with consultant selection teams for proposal reviews for HSIP projects to determine the best consultant team. The Bureau has developed a Post Deployment Evaluation process which incorporates three and half years of data. This process has been submitted to FHWA for approval. If approved, the process will be used for assessment of Center Line Rumble Strips, High Friction Surface Treatment, and Road Diets. Ms. Singh discussed the introduction of split funding and job order contracting for Safety Project Delivery using HSIP monies. The Bureau is diversifying their project portfolio and coordinating with NJDOT Maintenance on vegetation management, with Technology on wrong way driving warning systems, pedestrian detection systems, and Lead Pedestrian Intervals, and with Communications on Public Service Announcements (PSAs) and public outreach.

As previously noted, the Bureau is responsible for SHSP implementation. Ms. Singh noted a robust process that has engaged 200 stakeholders. She provided an update on progress on the original 35 priority actions and noted that 22 action items have been added for Year 2.

Finally, Ms. Singh made note of the Safety Resource Center (SRC), a one-stop centralized clearinghouse for transportation safety in NJ. The SRC disseminates information and connects multimodal transportation experts, public officials, academia, and the public to industry resources such as safety trainings, technical standards, guidance, plans, research, case studies, best practices, and technical assistance. In the future, the SRC will be responsible for the NJDOT SHSP plans and updates.

Reminders and Updates. Ms. Chapman closed the meeting with information and reminders on the online location of several resources that highlight the NJ STIC and other innovation topics funded through research and technology transfer activities, including:

NJDOT Tech Transfer Website: http://www.njdottechtransfer.net/
NJ STIC Website: https://www.njdottechtransfer.net/nj-stic/
NJ STIC Meetings: https://www.njdottechtransfer.net/nj-stic-meetings/

The NJ STIC Innovative Initiatives Survey has been distributed via email. Responses will be shared at a future STIC meeting and innovative initiatives will be featured through the NJDOT Technology Transfer program. The survey will help identify examples of implemented EDC initiatives and other innovative practices in New Jersey, and consider the challenges of implementing innovative practices. Please share the survey with your networks – the target audience is members of local public agencies, MPOs and other transportation professionals. Responses are due by September 30^th. The survey can be found here.

Ms. Chapman announced the 2022 Build a Better Mousetrap Competition Winner – The Sawcut Vertical Curb. The Sawcut Vertical Curb method involves cutting a typical 4-inch curb to 2-inches to comply with updated standards for guard rail. The existing guide rail can remain in place while cutting the curb and the construction crew can remove and upgrade the guide rail later. This new method saves time, money, and improves the safety of both work crews and road users.

Ms. Gendek and Ms. Chapman submitted the Sawcut Vertical Curb as the first nomination to the annual AASHTO Innovative Initiatives competition earlier this month, and a winner will be selected by the end of the calendar year. The competition is for proven advancements in transportation technology and AASHTO is using the competition to accelerate adoption of innovations by agencies nationwide.

FHWA featured NJ STIC in the September/October issue of the Innovator publication. Using excerpts from our presentation at the National STIC meeting, the article mentions the STIC Communications Plan, piloting of the Let’s Go! Workshop, and more. You can read the full article at the link here.

Ms. Chapman reported that she attended the 2022 State Innovation Forum in San Diego, CA. The purpose of the forum was to exchange ideas with DOT Innovation peers, helping to shape the future of transportation innovation. Attendees also included AASHTO, TRB, and FHWA who were looking to gain insight into new tools and learn about the needs of the group.

The 2022 NJDOT Safety Summit will be held as a virtual event on October 11, from 10am-12pm. Go to saferoadsforallnj.com for more information.

STIC Incentive Program funds are still available for 2022 and more funds will be available soon for the coming year. The FHWA offers these funds, as well as technical assistance, to support the costs of standardizing innovative practices in a state transportation agency or other public sector STIC stakeholder. NJ STIC receives $100,000 each year. Ms. Chapman asked that the STIC network members communicate these grant opportunities through their networks. Local public agencies are eligible to apply. Find more information, including examples of allowable activities and prior recipients, here.

Amanda Gendek, Manager of the NJDOT Bureau of Research, and Mike Russo provided closing remarks.

A recording of the NJ STIC September 2022 meeting can be found here.

The Meeting Presentations can be found in its entirety here and or in sections below.

NJ STIC September 2022 Meeting Recording

Welcome Remarks

FHWA EDC Innovation Updates

CIA Team Update: Safety

CIA Team Update: Infrastructure Preservation

CIA Team Update: Organizational Improvement and Support

CIA Team Update: Mobility and Operations

Feature Presentation: NJDOT Innovative Approach to Safety

Reminders, Announcements, and Thank You

NJDOT’s Commercial Vehicle Alerts Initiative Featured in National Operations for Excellence Webinar

Posted on August 16, 2022August 16, 2022

Commercial vehicle safety-related alerts can notify drivers of major slowdowns from incidents and weather to inform decision-making. Source: Sblover99, Wikimedia

The National Operations Center for Excellence held a webinar featuring New Jersey and Colorado DOT initiatives to establish private sector partnerships that use crowdsourced data to deliver real-time information to commercial vehicles to improve the safety of all road users. Transportation agencies can now deliver in-cab alerts about road conditions through connected truck service providers to help commercial vehicle drivers approach and react more quickly to roadway incidents, work zones, and adverse weather conditions.

For this event, the NJDOT’s Senior Director for Transportation Mobility, Sal Cowan, gave a presentation, “NJDOT Using Crowdsourced Data to Improve Road Safety: Real Time Communications with Truck Drivers”. He was joined in making this presentation by NJDOT's private sector partners for this initiative, Amy Lopez, Director, Public Sector Services and Smart City Strategy for INRIX, and Marc Nichols, Director, Government & Industry Partnerships for Drivewyze.

As traffic deaths rise, NJDOT wants to get more information into the hands of drivers about changing roadway conditions – the earlier the better – to inform their decision making in an effort to reduce crashes. Summoning the key phrase, “Whatever It Takes”, Director Cowan framed the life-saving imperative behind NJDOT's willingness to make greater use of crowdsourcing and real-time data tools to reduce the risk of crashes. He highlighted how commercial vehicle alerts can inform truck drivers of hazards on the road, such as sudden slowdowns, disabled vehicles, and debris before the truck is affected by the incident. The driver can seek an alternate route or pull over until the slowdown is cleared.

INRIX collects extensive traffic data for state transportation agencies. They provide two types of alerts: "curated" incidents are from multiple sources such as DOTs, Twitter feeds, Waze, police scanners and other sources that are managed by the INRIX incident team; and "calculated" incidents such as dangerous or sudden slowdowns that are mathematically calculated by INRIX and compare real time speeds with free flow speeds at specific segment locations to identify abnormal conditions. The INRIX system has the ability to deliver real-time data that detects and describes sudden slowdowns, closures, and queues by location for specific events. This data is passed on to Drivewyze to send out alerts.

Drivewyze, introduced as North America’s largest connected truck network, provides communication with some 2.8 million trucks via its Drivewyze application which is embedded in the electronic logging device (ELD) of the truck. Drivewyze takes data from INRIX and communicates it to commercial truck drivers. The system works with severity thresholds and trigger warnings so only events that exceed these thresholds are reported. Commercial drivers receive the messages through the ELD in their cab. The reported information can be customized to include notification of specific weather events, incidents, work zones, and bridge and road closures.

A "major winter storm alert" was distributed to several states in the Northeast and reached some 4,811 trucks at a critical time.

NJDOT plays a pivotal role in providing weather and detour related data. Through this partnership NJDOT can collect extensive data regarding issues and incidents that it otherwise could not directly obtain. This allows the state to identify areas along key highways that produce issues and NJDOT can then begin to identify ways to resolve them. In addition to analysis, NJDOT can work proactively with is partners to prevent crashes. During Winter Storm Kenan, NJDOT was able to send alerts out through Drivewyze to thousands of trucks across the Northeast to alert drivers to a major winter storm and hazardous road conditions and to take precautions.

The webinar, part of the FHWA's Adventures in Crowdsourcing Webinar Series, had two featured presentations on initiatives to address commercial vehicle safety through crowdsourcing. The webinar explored lessons from New Jersey, Colorado and other states through presentations and information exchange with attendees from the FHWA, other state DOTs, and private sector partners. To learn more about the New Jersey initiative and the capabilities of its private sector partners, check out the full presentation here, starting at the 29^th minute. The presentations given by the NJ team and other presenters can be downloaded here.

UHPC for Bridge Preservation and Repair

Posted on August 6, 2022January 27, 2023

What is UHPC for Bridge Preservation and Repair?

Ultra-high performance concrete (UHPC) is a new material for bridge construction that has become popular for field-cast connections between prefabricated bridge elements. Bridge preservation and repair (P&R) is an emerging and promising application for UHPC. UHPC-based repair solutions are robust, and offer superior strength, durability, and improved life-cycle cost over traditional methods. State and local agencies can deploy UHPC for bridge preservation and repair to maintain or improve bridge conditions.

Ultra-high performance concrete (UHPC) offers enhanced durability and improved life-cycle cost performance for bridge preservation and repair.

Keeping bridges in a state of good repair is essential to keeping the transportation system operating efficiently. Agencies at all levels can deploy UHPC for bridge preservation and repair to maintain or improve bridge conditions cost effectively.

Stronger Repairs, Extended Service Life

Because of its strength and durability, UHPC can be an optimum solution for some repairs. UHPC can be used in situations that normally use conventional concrete or repair mortars, and in some cases those that use structural steel. Some UHPC mixes gain strength rapidly, so bridges could be opened to traffic 24 hours after completing the necessary repairs. Additionally, UHPC repairs are long lasting and resilient, requiring less maintenance and fewer follow-up repairs than conventional methods. In some cases, they can outlive and outperform their conventional counterparts—UHPC repairs could be the strongest and most durable part of the bridge.

Benefits

Versatility. UHPC can generally be used anywhere other types of concrete would be used, and due to its strength and durability, it can be the optimum material for many applications.

Durability. UHPC-based repairs are long-lasting and require less maintenance and fewer follow-up repairs.

Cost Savings. UHPC repairs can outlive and outperform their conventional counterparts, resulting in life-cycle cost savings. UHPC bridge deck overlays and link slabs can extend the service life of bridges well beyond that of traditional preservation and repair strategies.

Learn more about this EDC-6 Innovation.

UHPC for Bridge Preservation and Repair in NJ

Stage of Innovation:
ASSESSMENT
(December 2022)

Using UHPC. NJDOT completed construction of two bridge preservation projects in 2020. From its assessment of information on performance and usability from these pilot projects, which include four bridges using UHPC overlay, the agency considers further implementation promising. UHPC is excellent for preservation and is being considered for additional deployments. UHPC has been shown to increase service life but is currently more expensive than other methods. More widespread use/experience may reduce cost. The first UHPC link slab application is in the construction phase. Additional UHPC Link-Slab applications are currently in the Final Design Phase.

Communicating UHPC Information on Bridge Preservation & Repair. The State participated in workshops, webinars, and peer exchanges related to UHPC for Bridge P&R, including:

NJDOT Hosted FHWA Workshop UHPC EDC-6 P&R
International Bridge Conference Poster Session
NYSDOT UHPC Link-slab Peer Exchange 2022
ABC December 2022 presentation and paper
NJ STIC Meeting, 4th Quarter 2022

What’s Next?

The Future of UHPC for Bridge Preservation & Repair (P&R). The agency anticipates incorporating UHPC for bridge preservation and repair in its new design manual, using data collected from the current pilots and will further investigate performance and examine life cycle costs. NJDOT will use these indicators to determine future usage and applicability with additional research through the Bridge Research Program.

Industry experience in UHPC applications is not keeping up with agency goals. UHPC is not yet standardized for operational use which leads to a lack of consistency in the applied product, a lack of UHPC repair materials and methods, and significantly higher initial cost. Material and labor for UHPC are currently more expensive than traditional bridge preservation techniques. UHPC is used for repair projects that were not pre-planned; contractors may not have the experience or comfort with using the material. The material can be difficult to work with, and contractors need training.

However, the extension in bridge life span may result in a good return on investment. The programming/funding authority may need to address the issue of allowing UHPC higher costs into a project budget.

Further research and a possible pooled fund project would be beneficial to increase knowledge.

UHPC for Bridge Preservation and Repair: NEW & NOTEWORTHY

Ultra High-Performance Concrete (UHPC) Applications in New Jersey – An Update

UHPC for Bridge Preservation and Repair is a model innovation that was featured in FHWA’s Every Day Counts Program (EDC-6). UHPC is recognized as an ...

Presentation: Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT

NJDOT recently installed UHPC Bridge Deck overlays on four bridges. NJDOT engineers explained the rationale for UHPC and highlighted key lessons in bridge selection, existing ...

UHPC Bridge Preservation and Repair – NJ Efforts Highlighted

The FHWA's EDC Newsletter of April 28th highlighted a project to test UHPC bridge preservation materials, in partnership with Rutgers University Below is a reprint ...

Stronger, More Resilient Bridges: Ultra High-Performance Concrete (UHPC) Applications in New Jersey

How the emerging innovation of Ultra High-Performance Concrete (UHPC) is being implemented in New Jersey. ...

Ultra-High Performance Concrete for Bridge Preservation and Repair: NJDOT Example Featured

The FHWA's EDC News Weekly Newsletter featured how NJDOT has applied UHPC for bridge preservation and repair. ...

EDC-4 Final Report Highlights Innovations

The EDC-4 Final Report highlights the results of round four of the Every Day Counts program to rapidly deploy proven innovations to enhance the transportation ...

Targeted Overlay Pavement Solutions (TOPS)

Posted on August 6, 2022January 27, 2023

What is Targeted Overlay Pavement Solutions (TOPS)?

Solutions for integrating innovative overlay procedures into practices that can improve performance, lessen traffic impacts, and reduce the cost of pavement ownership.

Approximately half of all infrastructure dollars are invested in pavements, and more than half of that investment is in overlays. By enhancing overlay performance, state and local highway agencies can maximize this investment and help ensure safer, longer-lasting roadways for the traveling public.

Improved Pavements that Last Longer

Many of the pavements in the nation's highway system have reached or are approaching the end of their design life. These roadways still carry daily traffic that often far exceeds their initial design criteria. Overlays are now available for both asphalt and concrete pavements that enable agencies to provide long-life performance under a wide range of traffic, environmental, and existing pavement conditions.

Concrete overlays now benefit from performance-engineered mixtures, including thinner-bonded and unbonded overlays with fiber reinforcement, interlayer materials, and new design procedures that improve durability and performance. Asphalt overlay mixtures have also advanced significantly with the use of stone-matrix asphalt (SMA), polymer-modified asphalt (PMA), and other materials and agents that reduce rutting, increase cracking resistance, and extend pavement life.

Benefits

Safety. Thousands of miles of rural and urban pavements need structural enhancement and improved surface characteristics, such as smoothness, friction, and noise. Targeted overlay pavement solutions can improve the condition of highways significantly in a relatively short time.

Cost Savings. Timely and well-designed overlay applications are consistently cost-effective because less subsurface work is required. In urban areas, impacts to utilities and pedestrian facilities are minimized.

Performance. Targeting overlay solutions to high-maintenance areas such as intersections, bus lanes, ramps, and curved alignments can pay immediate dividends in terms of reduced maintenance needs, fewer work zones, and improved safety.

Learn more about this EDC-6 Innovation.

TOPS in NJ

Stage of Innovation:
DEMONSTRATION
(December 2022)

New Jersey has been a leader in Targeted Overlay Pavement Solutions (TOPS). The following activities occurred in under previous EDC rounds:

High-Performance Thin Overlay (HPTO). NJDOT incorporated HPTO into its standard specifications and has used it for the preservation of good pavement and as the surface course on some composite pavement overlays. HPTO is also used by the Structural Design unit for bridge deck overlay.

Crack Attenuating Mixture. NJDOT incorporated this into its standard specifications and has used it for the intermediate course on some composite pavement overlays followed by SMA surface course.

Stone Matrix Asphalt (SMA). NJDOT incorporated SMA into standard specifications and has used it for the surface course on high traffic pavement, for the surface course on some composite pavement overlays, and over top of BRIC mix as overlay of composite pavements.

Asphalt Rubber Gap-Graded (ARGG). NJDOT incorporated ARGG into its standard specifications and has used it for the surface and/or intermediate course on some composite pavement overlays.

Open-Graded Friction Course (OGFC). NJDOT incorporated OGFC into its standard specifications and has used it for full depth porous asphalt pavements in outside shoulders, parking lots, pathways, sidewalks and other low traffic pavements.

Ultra-Thin Bonded Wearing Course (UTBWC) / Ultra-Thin Friction Course (UTFC). NJDOT incorporated UTFC into its standard specifications and used it for preservation of good pavement and for the surface course on some resurfacing pavement overlays.

What’s Next?

The Rt.42 Pavement Preservation project, using Ultra-HPTO / Highly Modified Asphalt (HiMA), is in construction. The Department plans to monitor closely and analyze the pros and cons of utilizing this type of asphalt mixture on NJ concrete pavements.

NJDOT Pavement Management unit procured new skid testing equipment in 2022. Skid testing was done for 9 projects by NJDOT Pavement Management unit on High Friction Surface Treatment (HFST)sections. Skid testing by the NJDOT Pavement Management unit on high friction surface treatment sections and alternative enhanced friction overlay (EFO) sections will continue using the new equipment. There are plans to test, analyze, and monitor skid test results to advise the department on future development and use of enhanced friction overlay treatments. The Department is also working with an academic partner to perform companion testing of these friction test sections with a Dynamic Friction Tester (DFT) unit.

Ultra High Performance Thin Overlay is included in one project (UPC 213090). Specification is finalized and the item number has been created.

Compilation and analysis of all data on the different Enhanced Friction overlay surfaces, will lead to better information for NJDOT staff and others on the recommended use and practices with EFOs. Skid test equipment function and calibration are critical to collecting and analyzing the data. Other test methods will be explored.

Targeted Overlay Pavement Solutions (TOPS): NEW & NOTEWORTHY

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Strategic Workforce Development

Posted on August 5, 2022May 3, 2023

What is Strategic Workforce Development (EDC-6)?

The demand for highway construction, maintenance, and operations workers is growing while industry is experiencing a revolution of emerging technologies that will require new skills. To attract and retain workers in the contractors' workforce, new resources are available to help compete with other industries and demonstrate the value of a career in transportation.

An Industry and Public Workforce Collaboration

Government agencies, trade organizations, private agencies, and communities nationwide need new, collaborative approaches to meeting this challenge. The nation depends on the highway system, and the highway system depends on qualified workers.

Additionally, increasing the contractors' construction workforce can help communities thrive while solving one of today's most persistent national transportation problems. It also offers an opportunity to recruit minorities and women to jobs that can change their lives, and the lives of their families, for the better.

Benefits
Effective Solutions. Advancing the lessons learned through the highway construction workforce pilot offers the transformational ideas and support needed to fill the gaps in the workforce.

Proven Training. Training programs, practices, and tools from across the country are available to help plan workforce development activities.

Flexibility. Free materials are available to support workforce marketing efforts. Posters, flyers, mailer cards, and social media graphics can be customized with local contact information.

Learn more about this EDC-6 Innovation.

NJ Advances Strategic Workforce Development

Stage of Innovation:
ASSESSMENT
(December 2022)

New Jersey is utilizing diverse strategies to develop the state's transportation workforce:

Apprenticeship Program. Has an operations apprenticeship program that is currently in the implementation stage. NJDOT has a one-year training program that includes testing as trainees move through the system.

Professional Programs. NJDOT has expanded outreach to draw attention to its professional series positions by partnering with high schools, vocational-technical schools, colleges and universities, community organizations, and the Department of Labor; working with under-represented communities of interest; expanding its social media presence; and building its pipeline and knowledge base that allows growth into the journeyman title.

What's Next?

In September 2021, NJDOT participated in an FHWA pilot, Let’s Go! Workshop. In this 2-day workshop, NJDOT participants developed a Mission Statement – “To create career opportunities for a diverse workforce in terms of disciplines, demographics, and career levels in order to meet the demands of the transportation skills of tomorrow". The workshop participants defined a set of priority actions, including: Industry Association Outreach; Goal, Measures, Timeline, Buy-In; Regular Meetings and Follow-up Actions; and College/University Outreach.

Since then, NJDOT has continued to seek partnerships with national and local organizations to support hiring efforts and to acquire best practice information. The NJDOT Civil Rights programs has sought to perform outreach in underserved communities and pursue a NJDOT leadership training effort. NJDOT is also exploring potential development of a training program for construction inspection/maintenance.

During this period, interviews were conducted with HR staff about early stages of institutionalizing an apprenticeship program. Engagement activities were held to facilitate connections with Industry Association and Higher Education Institutions (e.g., Union, Workforce Development Boards and County College).

The Strategic Workforce Development Working Group convened to formulate a Department-Wide Mentorship Program; identify Emerging Skillset needs with Partners; and continue Industry Association and College/University Outreach activities. Research into best practices for identifying emerging skillsets and incorporating these considerations into mentoring programs could assist the advancement of this initiative.

Strategic Workforce Development: NEW & NOTEWORTHY

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