New Jersey Carbon Reduction Strategy

New Jersey

Carbon Reduction Strategy

New Jersey Department of Transportation

November 2023

Route 1

Atlantic City

NJDOT Headquarters

Route 46

New Jersey Department of Transportation’s

Carbon Reduction Strategy

Executive Summary 1

Introduction – What is the Carbon Reduction Strategy? 2

Purpose – Why was this Carbon Reduction Strategy developed? 3

Context – What makes New Jersey unique? 4

Carbon Emissions in NJ – What are the carbon emissions trends in New Jersey? 5

Process – Who guided development of the Carbon Reduction Strategy and how will it be used? 6

Agency Roles & Funding Allocation – How will agencies use the CRS, and how is CRP funding distributed? 8

Existing Carbon Reduction Initiatives – What have NJDOT and its partners done? 9

Carbon Reduction Strategies – What project types will contribute to reducing carbon? 11

Implementation – How will the Carbon Reduction Strategy be implemented? 17

Evaluation – How will progress be evaluated? 18

Conclusion – What will this document do? 19

New Jersey Carbon Reduction Strategy 1

Executive Summary

New Jersey Department of Transportation (NJDOT) prepared this

Carbon Reduction Strategy (CRS) as directed by the Carbon

Reduction Program (CRP) that was established under the

Infrastructure Investment and Jobs Act (IIJA), also known as the

Bipartisan Infrastructure Law (BIL).

This document serves as a guide and blueprint for NJDOT to

reduce carbon emissions and work with partner agencies and

stakeholders. This document is an initial step in identifying

transportation project types that will achieve reductions in carbon

emissions from the transportation sector. As per the federal

legislation, New Jersey’s CRS will be updated every four years.

Strategy Development

An initial phase of the CRS development process involved

reviewing existing documents concerning carbon emissions and

greenhouse gases (GHG) in New Jersey. These documents also

provided initial insights into projects and programs already

undertaken by various state, regional, and private entities.

Development of the CRS was largely based on FHWA regulations

in addition to NJDOT subject matter experts and collaboration

from the Carbon Reduction Strategy Working Group. This Working

Group was convened specifically for this study and mainly

consisted of representatives from NJDOT, the state’s three

metropolitan planning organizations (MPOs), and a few other

statewide, regional, and federal agencies, including New Jersey

Transit (NJ TRANSIT), the Port Authority of New York and New

Jersey (PANYNJ), and the Federal Highway Administration

(FHWA).

Strategy to Reduce Carbon Emissions

The CRS is focused on reduction of carbon dioxide (CO

) emissions

from the transportation sector, which accounts for 41% of New

Jersey’s total CO

emissions. Climate change caused by carbon

emissions and other GHGs impact human health, the environment,

and the economy.

The Carbon Reduction Strategy includes five categories of

transportation project types that can be implemented by NJDOT and

partner agencies and have the potential to achieve reductions in CO

emissions.

Strategy Implementation

Recommendations highlight opportunities to incorporate carbon

reduction into NJDOT’s many existing processes, including those

relating to funding and project development. One recommendation is

to maintain the Carbon Reduction Working Group established for this

study. A second recommendation is that the Strategy function as a

resource for NJDOT,

Carbon Reduction Strategy

1 Promote electric and zero-emission vehicles

2 Increase use of mass transit and active modes

3 Support efficient roadway operations

4 Incorporate efficient construction and maintenance

5 Enable innovative solutions

planning organizations, counties,

metropolitan

planning organizations, counties, and municipalities.

New Jersey Carbon Reduction Strategy 2

Introduction

The IIJA, also known as the BIL, was enacted on November 15,

2021. This act authorizes and re-authorizes substantial funding

for surface transportation, aviation, energy, water and wastewater

systems, cybersecurity, and broadband. Section 11403 of the IIJA

establishes the CRP. The CRP is a new formula program to reduce

transportation sector carbon emissions. Nationally, $6.4B will be

allocated to this program with approximately $154M for New

Jersey over the 5-year period between FY 2023 and FY 2027.

CRP funds may be obligated for projects supporting the reduction

of carbon emissions from the transportation sector, including

projects promoting alternative fuels, providing alternatives to

driving alone, and reducing carbon emissions through roadway

operations or construction methods. Many transportation

projects are eligible, provided they can demonstrate a reduction

in transportation carbon emissions. The full list of eligible project

types is included in Appendix A. CRP funding can be used in

combination with funding from other sources.

The program requires each state to consult with other state

agencies and MPOs to prepare a CRS. The CRS must be

submitted to the Federal Highway Administration (FHWA) by

November 15, 2023, and updated every four years thereafter. The

CRS is meant to identify carbon reduction strategies unique

The NJDOT CRS summarizes existing programs within the state to

reduce carbon emissions from the transportation sector and

identifies project types with the greatest potential for reducing

carbon emissions. NJDOT and other planning agencies can use the

CRS as a guide for considering carbon emissions reductions during

project planning processes.

NJDOT’s Bureau of Mobility and Systems Engineering

manage real-time traffic flow on state highways by

monitoring and modifying signal timing at its three

Transportation Operations Centers. This reduces congestion

and provides traveler information to avoid delays from

unplanned road closures.

to each state and is not limited to the use of CRP funds.

NJDOT TOC, Ewing

New Jersey Carbon Reduction Strategy 3

Purpose

The NJDOT CRS serves as a blueprint for the agency to reduce carbon emissions and work with partner agencies and stakeholders. This

document is an initial step to identifying transportation project types that will achieve reductions in carbon emissions from the

transportation sector. Reducing carbon emissions will reduce the impacts of climate change and its potential impacts to New Jersey’s

economy and the health of New Jersey’s residents.

The United States Department of Transportation’s (USDOT) Fiscal Year 2022-2026 Strategic Plan establishes the USDOT’s strategic goals

and objectives. These goals are also supported by this CRS.

Safety – Make our transportation system safer for all people.

Many of the project types in NJDOT’s CRS improve safety,

including encouraging walking and biking, use of public

transportation, and improving roadway efficiency.

Economic Strength and Global Competitiveness – Grow an

inclusive and sustainable economy.

The recommendations outlined in this strategy include cost-

effective measures to reduce carbon emissions, a core element

of a more sustainable economy.

Equity – Reduce inequities across our transportation systems

and the communities they affect.

Historically underserved communities have been

disproportionately affected by carbon emissions while tending to

rely on more environmentally-friendly transportation modes,

such as transit, walking and biking. Implementing the CRS will

improve access for historically underserved communities,

including ALICE (Asset Limited, Income Constrained, Employed)

and reduce carbon emissions in these communities.

Climate and Sustainability – Tackle the climate crisis by

ensuring that transportation is central to the solution.

The primary goal of the CRS is to reduce carbon emissions from

the transportation sector. All recommendations and tactics

included in this Strategy support this goal of supporting the

climate and sustainability.

Transformation – Invest in purpose-driven research and

innovation to meet the challenges of the present and modernize

a transportation system of the future that serves everyone today

and, in the decades to come.

The continued consideration of carbon reduction advanced by

this CRS supports further utilization and understanding of

transformational techniques yet to come, including technical

advances.

Organizational Excellence – Advance the Department’s mission

by establishing policies, processes, and an inclusive and

innovative culture.

This CRS utilizes the vast array of existing processes established

by NJDOT to efficiently, effectively, and comprehensively address

transportation sector carbon emissions.

New Jersey Carbon Reduction Strategy 4

Cont ext

The following characteristics help make New Jersey unique and were considered in the development of this CRS.

New Jersey is the most densely populated

state in the country – New Jersey has 1,263

people per square mile, more than any other

state. Based on the 2020 U.S. Census, six of

the nation’s ten most densely populated

municipalities are in New Jersey. This high

population density is precipitated in part by New Jersey’s

proximity to the major cities of New York and Philadelphia as well

as the early development of its own cities. This high population

density developed in tandem with the state’s public

transportation network. The presence and use of these have

provided a lower baseline level of carbon emissions than a purely

autocentric state.

New Jersey is a major freight hub with easy

access to the New York City and Philadelphia

metropolitan areas – New Jersey’s freight

infrastructure plays an essential role in the

regional economy. Freight-dependent

industries account for approximately 32% of the state’s gross

domestic product and employ almost two million people,

representing 45% of the total employed workforce. The Port of

New York and Jersey is the busiest East Coast port in the United

States, handling more than $211 billion of the nearly $1.8 trillion

of the nation’s international freight. Additionally, Newark Liberty

International Airport ranks twelfth nationally by landed weight of

all-cargo operations. According to USDOT’s Freight Analysis

Framework version 5.3, 68% of domestic state-to-state freight

tonnage in New Jersey is moved by truck, with an additional 18%

by pipeline, and 6% by rail. The importance of freight in New Jersy

is recognized by New Jersey’s 2023 Statewide Freight Plan, which

also discusses means of reducing freight-related carbon

emissions and strengthening the transportation sector’s

resiliency. Freight in New Jersey leads to increased emissions

due to the need for diesel-fueled vehicles to not only service the

state but also the larger region. Switching to electric-powered

trucks provides an opportunity to reduce carbon emissions.

New Jersey is vulnerable to climate change –New

Jersey’s economy and environmental assets are

vulnerable to climate change. The state’s vibrant

agricultural sector suffers from extreme heat. The

millions of people living near or visiting the Shore

routinely face severe storms. DOT faces maintenance

and rebuilding costs due to severe weather, adding to

the 1.5 billion dollars it annually takes to plan,

construct, operate, and maintain NJDOT roadways and

bridges

. New Jersey is also home to a substantial

number of overburdened communities. Based on the New Jersey

Department of Environmental Protection’s (NJDEP) definition of

overburdened communities, nearly one third of the state’s census

block groups meet the criteria based on the presence of racial and

ethnic minorities, 22% meet the threshold for low-income

populations, and two percent meet the threshold for limited-English

proficiency. These communities are concentrated in the state’s urban

areas near industrial clusters that face more pollution.

New Jersey Carbon Reduction Strategy 5

Car bon Emissions in New Jersey

Greenhouse gases (GHG), which include CO

, trap heat and make

the planet warmer. The largest source of GHG emissions from

human activities in the United States is from burning fossil fuels

for electricity, heat, and transportation

. CO

is the primary GHG

emitted from burning fossil fuels, and CO

is the focus of FHWA’s

CRP and NJDOT’s CRS.

Climate Change Impacts to New Jersey

Climate change impacts human health, the environment, and the

economy. The young, elderly, socially or linguistically isolated,

economically disadvantaged, and those with preexisting health

conditions are more at risk of health impacts from the

combination of heat stress and poor urban air quality caused by

climate change. Climate change can also affect the productivity of

crops and livestock.

Overall New Jersey Emissions Reduction Goals

In 2007, the New Jersey legislature passed the Global Warming

Response Act (P.L. 2007 c.112; P.L. 2018 c.197) (GWRA)

establishing a target to reduce the state’s GHG emissions by 80

percent from their 2006 levels by 2050 across all sectors. This

target applies to all GHG emissions within the state, and it does

not provide targets for individual sectors.

New Jersey emitted 89 million metric tons of CO

equivalent

(CO

e) in 2020

36.5 million metric tons of CO

e emissions (41%) were from the

transportation sector

e is used to measure and compare emissions from multiple

greenhouse gases. CO

e from the transportation sector is

primarily comprised of CO

New Jersey Carbon Reduction Strategy 6

Process

Development of the CRS was led by NJDOT, including the agency’s senior leadership. More than one dozen offices and units within

NJDOT participated in the process. The strategy’s design and outcomes are aimed at better enabling NJDOT to reduce carbon

emissions throughout the state, including through policies, infrastructure projects, and within its own fleet. The CRS was also informed

by the Carbon Reduction Strategy Working Group. This Working Group was convened specifically for this study and mainly consisted

of representatives from NJDOT, the state’s three MPOs, and other stakeholders. The Working Group met seven times during the

project’s process, offering integral input and guidance and providing feedback on information shared by the consultant team. The

graphic below illustrates the agencies represented in the Working Group.

New Jersey Carbon Reduction Strategy 7

MPOs and Traffic Volumes

Transit, Biking, and Commuting

As shown in the map above, traffic volumes (and

vehicle emissions) are concentrated along several

state corridors. These routes include, but are not

limited to the National Highway System routes (I-78, I-

80, I-295, I-287, etc.)

As shown in the map above, transit, biking, and walking

rates vary greatly throughout the state. Rates are

highest in northeast and central New Jersey, and along

the PATCO Speedline. Areas with higher transit use

tend to produce less carbon emissions.

New Jersey Carbon Reduction Strategy 8

Agency Roles and Funding All ocation

NJDOT

The strategies in this document will inform NJDOT’s capital program

development process and assist NJDOT staff in identifying the carbon

reduction elements of NJDOT projects. This work will involve the

following functional areas of the Department: planning, research,

freight, aeronautics, maritime, traffic operations, fleet management,

construction and materials, and capital program development.

Metropolitan Planning Organizations

MPOs will use the strategies outlined in this document as a resource

for developing their own CRP-funded regional investment strategies

that will identify carbon-reducing actions. This investment strategy will

be reflected in future regional transportation plans (RTPs) and

transportation improvement programs (TIPs).

Municipalities, Counties, and the Public

Municipalities, counties, and members of the public will use this

document as a centralized source of statewide carbon reduction

activities and to better identify stakeholders and agencies to

collaborate with on further innovative techniques at continuing to

reduce carbon.

FHWA will apportion $154 million in carbon reduction funding to NJDOT over the

five-year period between FY 2023 and FY 2027. As per FHWA requirements, 65

percent of CRP funds apportioned to New Jersey shall be obligated to urban areas,

proportional to relative shares of the population. These locations are

identified in the map to the right. Remaining funds can be allocated throughout the

State.

NJ Carbon Reduction Program

Urban Area Suballocation

New Jersey Carbon Reduction Strategy 9

Existing Carbon Reduction Initiatives

New Jersey state agencies have taken many actions that

reduce carbon emissions from the transportation sector. New

Jersey is subject to federal government programs such as fuel

economy standards and the National Electric Vehicle

Infrastructure (NEVI) program. The following plans, regulations,

and programs demonstrate ongoing initiatives within New

Jersey to reduce transportation carbon emissions, including

many that specifically promote electric vehicles.

 NJDOT has developed a NEVI Deployment Plan that

proposes to install fast electric chargers every 50 miles

along interstate highway corridors. New Jersey expects to

receive about $104 million over five years for these efforts.

 New Jersey’s 2019 Electric Vehicle Law sets goals for

registered electric vehicles and public fast charging

stations in the state. The law aims for 200 public fast

charging stations and to electrify 25% of the state’s non-

emergency light-duty fleet by 2025. It also sets a goal for

330,000 registered electric vehicles by 2025 and two million

vehicles by 2035. The number of electric vehicles in the

state increased 63.1% from 2019 to 2021 and represented

3.7% of light-duty vehicle sales in 2021. By 2025, our state

transportation agencies will have converted approximately

40% of our light duty fleet to electric or electric plug-in hybrid

vehicles.

 The New Jersey Department of Community Affairs

published a Model Statewide Municipal Electric Vehicle

Ordinance in 2021, which describes the types of electric

vehicle (EV) charging stations, considerations for a

municipal ordinance and approval process, and installation

and cost considerations.

 NJDEP’s It Pay$ to Plug In program provides grants to

offset the cost of purchasing and maintaining electric

vehicle charging stations. The program is designed to

expand New Jersey’s growing electric vehicle infrastructure

network, allowing residents, businesses, and government

agencies to purchase and drive electric vehicles. The state-

funded program is open to businesses, governments, non-

Fast charging station in Lawrence Township, Mercer County

Source: EVgo

New Jersey Carbon Reduction Strategy 10

profit organizations, educational institutions, and owners of

multi-unit dwellings.

 Charge Up New Jersey promotes clean vehicle adoption by

offering incentives of up to $4,000 for the purchase or lease

of new, eligible battery EVs and $250 for purchasing an

eligible EV charger. The program is supported by the New

Jersey Board of Public Utilities.

 New Jersey is a member of the U.S. Climate Alliance, which

is a bipartisan coalition of 25 governors committing to

achieve the goals of the Paris Agreement to keep

temperature increases below 1.5 degrees Celsius (2.7

degrees Fahrenheit).

 The New Jersey Global Warming Response Act led to the

release of the New Jersey Greenhouse Gas Emissions

Inventory Report in 2022. This document provides a review

of existing and past emissions statistics in the state,

including tracking the number of electric vehicles in the

state.

 In 2022, NJDOT’s Bureau of Mobility and Systems

Engineering procured the hardware and software

components required to complete a full Connected Vehicle

system validation in a lab facility, before conducting

installation and field testing at pilot locations.

 The state’s three MPOs recognize the need for reducing

carbon emissions in the transportation sector. Each MPO

addresses GHG emissions within their Long Range Plan.

They also distribute federal Congestion Management Air

Quality (CMAQ) funds that often have the co-benefit of

reducing CO

emissions.

 Municipalities, and private and non-profit entities are also

collaborating to reduce carbon emissions. Many cities

within New Jersey have deployed electric bikeshares and

electric scooter shares to offer alternatives to driving a car.

Connected Vehicle Systems deployed at five pilot intersections

Electric Scooter Rentals in Asbury Park

New Jersey Carbon Reduction Strategy 11

Car bon Reduction Strategies

A series of incremental actions must be implemented to effectively contribute to carbon emissions reductions from the transportation

network. In consultation with MPOs, NJDOT identified five categories of transportation project types that reduce emissions and are

already being pursued throughout the state. The categories are based on actions NJDOT can influence by funding individual projects

and programs or by integrating strategies into agency operations.

The five project categories comprising the CRS are summarized in Table 1. Each category is described in the following pages with

project types eligible for CRP funding, potential reductions of CO

emissions, and examples of projects that have been implemented in

New Jersey.

Table 1: Carbon Reduction Project Categories

Carbon Reduction Strategy Category How Carbon Emissions Are Reduced

Promote electric and zero-emission vehicles

Support transition from fossil fuels to electricity and

other alternative fuels

Increase use of mass transit and active modes

Encourages shift away from single occupancy vehicle

trips

Support efficient roadway operations Improve traffic flow and reduce delay

Incorporate efficient construction and

maintenance practices

Use of recycled materials and efficient equipment

operations

Enable innovative solutions

Continue to explore new methods, technologies, and

more sustainable materials

New Jersey Carbon Reduction Strategy 12

Strategy 1: Promote Electric and Zero-Emission Vehicles

Nationwide, on-road gasoline and diesel-fueled vehicles are responsible for 81% of the transportation sector’s total emissions

. The

state’s 80% emission reduction by 2050 target cannot be achieved without meeting the aggressive electric vehicle adoption rates

outlined in the EV Law (see Project Highlights below). NJDOT can support these goals through specific project types that promote the

transition to electric vehicles. In addition, NJDOT supports project types that facilitate the conversion of buses, trucks, and offroad

equipment to zero-emission sources. Additional funding is available through the federal Congestion Mitigation & Air Quality (CMAQ)

and National Electric Vehicle Infrastructure (NEVI) programs.

Table 2: Category 1 Example Projects

Example Project

Potential Reduction

(MT CO

/year)

Installation of 1 public level 2 charging station 10

Installation of 1 public DCFC charging station 50

Replace 10 delivery and vocational trucks with

electric trucks

Replace 10 diesel-powered nonroad equipment

with electric equipment

316

Replace 10 diesel buses with electric buses 420

Replace 10 heavy-duty drayage trucks with zero-

emissions trucks

480

Install off-board power systems for 50 truck

parking spaces

1,200

Eligible Project Types

Acquisition, installation, and operation of publicly

accessible electric vehicle charging infrastructure

Acquisition, installation, and operation of publicly

accessible hydrogen, natural gas, or propane

vehicle fueling infrastructure

Purchase or lease of zero-emission vehicles,

buses, and construction vehicles

Projects that reduce emissions at port facilities,

such as electrification efforts

Truck stop electrification systems

Note: MT CO

= metric tons of carbon dioxide. Emissions estimates are described in

more detail in Appendix D.

Project Highlights

 New Jersey’s Electric Vehicle Law sets targets for

installation of fast charging stations, transition to zero-

emission buses, and agency-owned vehicles

 NJ TRANSIT’s first electric buses were deployed in 2022

as part of the agency’s transition to a zero emission bus

fleet

 NJDOT has led several successful efforts promoting

electric and zero-emission vehicles, as listed in the

earlier “Existing Carbon Reduction

Initiatives

” section

New Jersey Carbon Reduction Strategy 13

Strategy 2: Increase Use of Mass Transit and Active Modes

Mass transit and active transportation facilities provide alternative options to driving alone, which reduces the number of vehicles on

roadways. Emissions reductions from these project types are more pronounced in the near term. As roadway users transition to electric

and other zero-emission vehicles, reducing vehicle miles traveled will become less beneficial for carbon emissions due to the reduced

emissions per vehicle emitted by electric modes.

Table 3: Category 2 Example Projects

Example Projects

Potential Reduction

(MT CO

/year)

New shared-use path parallel to arterial 30

Purchase of 20 new vanpool vehicles 70

New bike lanes adjacent to major arterial 80

Expand transit bus service by 20 additional service

miles

560

Expand light rail service by 5 additional service

miles

2,500

Eligible Project Types

Off-road facilities for pedestrians, bicyclists, other

nonmotorized vehicles

On-road facilities for pedestrians, bicyclists, other

nonmotorized vehicles

Ridesharing

Public transportation service expansion, bus and

rail

Public transportation stations and parking facilities

that attract new users to transit

Public transportation loading areas, shelters, and

amenities

Note: MT CO

= metric tons of carbon dioxide. Emissions estimates are described in

more detail in Appendix D.

Project Highlights

 EZ Ride shuttles provide first- and last-mile

connections to major transportation hubs

 NJ TRANSIT improves rail access by

deploying bicycle parking shelters and

lockers

 NJDOT operates a vanpool service for

employees. Each van runs at full capacity.

NJDOT currently operates three vans daily.

New Jersey Carbon Reduction Strategy 14

Strategy 3: Support Efficient Roadway Operations

Congested roadways contribute to CO

emissions from vehicle engines that are not operating efficiently while they are idling or in stop-

and-go conditions. Roadway projects that reduce vehicle idling time reduce emissions by allowing vehicles to flow more freely.

Roadway projects that relieve congestion allow vehicles to travel at speeds that use vehicle engines more efficiently, which reduces

fuel use and CO

emissions. Example projects under this strategy include those improving throughout (such as upgrading signal

timing), reducing vehicle miles traveled (such as supporting telework), and routing trips from congested areas (such as variable

message signs).

Table 4: Category 3 Example Projects

Example Project

Potential Reduction

(MT CO

/year)

Support for telework/teleservices for 100

employees

Variable message signs on highway 80

Transit signal priority on a single corridor 170

Traffic control center 170

Upgraded signal timing – individual intersection

210

Upgraded signal timing – corridor signal

synchronization

300

Eligible Project Types

Advanced transportation and congestion management

technologies (e.g., intelligent transportation systems,

electronic toll collection)

Congestion management strategies (shifting mode and

timing of trips, increasing vehicle occupancy rates,

other travel demand management strategies)

Installation of vehicle-to-infrastructure communications

equipment (connected vehicles)

Traffic management facilities and programs

Note: MT CO

= metric tons of carbon dioxide. Emissions estimates are described

in more detail in Appendix D.

Project Highlights

 The South Jersey Transportation Authority (SJTA) is removing toll plazas (see top left

photo) in favor of all-electronic toll collection systems on the Atlantic City Expressway.

 The PANYNJ reports an annual reduction of 11,500 MT CO

from cashless tolling on

Port Authority crossings.

 Lane use control signals (LUCS) were used to implement hard shoulder running on the

congested Route 1 corridor (see bottom left photo). As a result of the project, total

congested time decreased about 29% on an average day.

New Jersey Carbon Reduction Strategy 15

Strategy 4: Incorporate Efficient Construction and Maintenance

Carbon emissions from roadway construction and roadway maintenance are a combination of exhaust from construction vehicles,

equipment, and haul trucks that deliver materials to and from a work site and the emissions associated with material production.

NJDOT can reduce emissions during project construction and roadway maintenance by using innovative materials and methods as an

alternative to traditional hot-mix asphalt. Contractors can be encouraged to integrate similar actions when working on NJDOT projects.

Table 5: Category 4 Example Projects

Example Project

Potential Reduction

(MT CO

/year)

Replace 10 gasoline-powered landscaping equipment with

electric options

Limit idling at project sites to 3 minutes 30

Replace 1,000 high-pressure sodium vapor (HPSV) light

bulbs in streetlights, parking lots, or garages with light-

emitting diode (LED) bulbs

Substitute hot-mix asphalt with warm-mix asphalt 134

Substitute hot-mix asphalt with reclaimed asphalt pavement

(RAP)

216

Cold-in-place roadway recycling 1,080

Full-depth reclamation 1,080

Eligible Project Types

Use of sustainable pavements and

construction materials that reduce

lifecycle carbon emissions

Purchase or lease of zero-emission

construction equipment and vehicles and

support facilities

Replacement of street lighting and traffic

control devices with energy-efficient

alternatives

Project Highlights

Note: MT CO

= metric tons of carbon dioxide. Emissions estimates are described

in more detail in Appendix D.

 NJDOT performed 1,157

lane miles of major

pavement work in 2019

 NJDOT has used ground

recycled tire rubber and

reclaimed asphalt and

pavement in recent

projects

New Jersey Carbon Reduction Strategy 16

Strategy 5: Enable Innovative Solutions

NJDOT’s Innovation Program within the Bureau of Research works to identify, develop, promote, and institutionalize innovative

transportation-related ideas, practices, and initiatives within the Department and beyond. NJDOT research staff work directly with

university staff and other research professionals to find workable solutions to safety, mobility, and accessibility challenges by

enhancing the quality and cost-effectiveness of the policies, practices, standards, and specifications that are used in planning, building,

and maintaining New Jersey’s transportation infrastructure. In addition, NJDOT’s State Transportation Innovation Council (STIC) works

to implement FHWA’s Every Day Counts initiatives, some of which reduce carbon emissions.

Many of the current innovations being evaluated by NJDOT have the potential to contribute to carbon reduction. No emissions

estimates were evaluated for this category of evolving technologies.

Project

Highlights

NJDOT has completed projects using ultra-lightweight

foamed glass aggregate, a material made from 99

percent crushed container glass that can be used as

fill under roadways and bridge approaches. Carbon

emissions are reduced by using recycled products and

reducing the amount of truck trips required to

transport the lightweight material.

Other innovative actions being pursued by NJDOT:

 Commercial Vehicle Alerts Initiative

 Deployment of connected vehicle equipment

 Participation in New Jersey Fuel Cell Task Force

 Automated Traffic Signal Performance Measures

(ATSPM)

New Jersey Carbon Reduction Strategy 17

Implementation

Reduction of carbon emissions is the focus of the CRS, but all

NJDOT actions include additional considerations such as cost-

effectiveness, impacts to underserved communities,

geographic equity, safety, resilience, and flexibility to maximize

funding. These considerations are essential to incorporating

carbon reduction into established planning, policy, and funding

activities. NJDOT will take the following actions to implement

the CRS:

Maintain Carbon Reduction Working Group

NJDOT will maintain the Carbon Reduction Working Group to

assist with the implementation of the CRS and plan for the next

update. This multi-agency group is an effective forum for

collaboration and sharing innovative ideas to reduce carbon

emissions throughout the state of New Jersey.

Act as and Provide Resources for MPOs, Counties, and

Municipalities

NJDOT is well situated to act as a statewide resource and guide

for promoting expertise and best practices to these agencies.

The CRS and the associated carbon reduction quantifications

provide a framework for agencies to develop their unique

strategies to reduce carbon emissions. Actions to reduce

carbon by all agencies will result in more significant carbon

emission reductions throughout the state.

Continue to Fund and Deliver Projects that Reduce Carbon

NJDOT and its partner agencies have well-established

processes used for multi-phase projects implemented

throughout the state. Many existing projects in the Capital

Program contribute to carbon reduction by improving traffic

flow and providing alternatives to driving alone. Multiple

projects that are part of a larger implementation scheme or

suite of improvements may be far more cost-effective and

capable of reducing carbon emissions than can be achieved by

individual projects. For example, implementation of a single

bike lane may not appear to result in substantial carbon

reductions, but could have additional benefits if connecting to

a transit facility or if part of a larger bike corridor.

Incorporate Carbon Friendly Elements into Existing Projects

Project design can include features that contribute to carbon

reduction such as Complete Streets elements and sustainable

pavement options.

Purchase Cleaner Vehicles and Construction Equipment

The transition to alternative fuel vehicles and construction

equipment provides near-term carbon reduction with lasting

benefits.

New Jersey Carbon Reduction Strategy 18

Evaluation

This CRS is designed to help guide NJDOT toward incorporation

of carbon reduction into project development and funding

decisions. Future updates to the CRS should include a

discussion about the status and relative success of

implemented actions.

The application of numerous evaluation metrics could be used

to measure the effectiveness of implemented carbon reduction

strategies. This will help balance the sometimes competing

considerations of cost, effectiveness, and scalability.

NJDOT will take a collaborative approach with partner agencies

to evaluating the progress of the CRS based on a combination

of agency-wide achievements and individual project successes.

Electric garbage trucks in Jersey City

Shared-Use Path in Mercer County

New Jersey Carbon Reduction Strategy 19

Conclusion

Climate change is not bound by state or national boundaries. This CRS establishes an initial concerted plan for NJDOT to reduce

carbon emissions specific to the transportation sector with project types that can be implemented by NJDOT. The plan will be updated

within four years. The CRS provides a framework for how New Jersey can effectively use its CRP funding to achieve the desired

outcomes of this CRS. This strategy document outlines a series of potential project categories, appropriate to New Jersey’s context.

This strategy documents the factors to consider when implementing carbon reduction impacts.

The ability to reduce carbon emissions and calculate reduction’s is continuing to change. The ability for NJDOT and its partner agencies

to implement the project types eligible for CRP funding will depend on funding availability, cost of implementation, technical

innovations and acumen, and priorities.

With the increased funding New Jersey will receive from the IIJA, we will have even more resources to accomplish our goals and to

build innovation into New Jersey’s robust transportation system.

Lane Use Control Signals

Cyclists on Boardwalk

Unmanned Aerial Systems

Electric Vehicle Charging

New Jersey Carbon Reduction Strategy 20

Endn otes and Sources

page 4 - https://www.nj.gov/transportation/business/research/reports/NJ-2016-003.pdf

page 5 - https://www.nj.gov/dep/climatechange/mitigation/index.html

page 5 - Fast Facts: U.S. Transportation Sector Greenhouse Gas Emissions, 1990-2021 (EPA-420-F-23-

016, June 2023), https://www.epa.gov/system/files/documents/2023-06/420f23016.pdf

Note: Acronyms and Definitions o f Terms

 Active Modes – physical means of transport, including walking, biking, and scooting

 BIL – Bipartisan Infrastructure Law; enacted as part of the Infrastructure Investment and Jobs

Act authorizing up to 108 billion dollars for public transportation, passed in 2021

 CAFE – Corporate Average Fuel Economy

 CRP – Carbon Reduction Program; a formula funding program established by the federal

Infrastructure Investment and Jobs Act (IIJA)

 CRS – Carbon Reduction Strategy; document and plan required to be updated every four years

aimed at reducing transportation sector emissions

 CO

– carbon dioxide

 CO

e – carbon dioxide equivalent

 DCFC – direct current fast charging

 EV – Electric Vehicle; a vehicle that can be powered by an electric motor that draws electricity

from a battery and is capable of being charged from an external source (Alternative Fuels Data

Center, U.S. Department of Energy)

 FHWA – Federal Highway Administration; federal agency devoted to roadways, part of the

United States Department of Transportation

 GHG – greenhouse gases

 HPSV – high pressure sodium vapor lamp

 IIJA - Infrastructure Investment and Jobs Act; federal act signed into law in November 2021

allocating 1.2 trillion dollars in spending

 LED – light-emitting diode

 MT CO

/year – metric tons of carbon dioxide per year

 NEVI – National Electric Vehicle Infrastructure Formula Program; established as part of BIL to

provide funding to States to strategically deploy electric vehicle charging infrastructure and to

establish an interconnected network to facilitate data collection, access, and reliability

 NHTSA – National Highway Traffic Safety Administration

 NJ TRANSIT – New Jersey Transit, responsible for most of the bus, light rail, and commuter rail

services in New Jersey

 NJDEP – New Jersey Department of Environmental Protection; the state’s environmental agency

responsible for responding to climate change, protecting the state’s water, managing and

promoting natural and historic resources, and protecting public health

New Jersey Carbon Reduction Strategy 21

 NJDOT – New Jersey Department of Transportation; the state’s transportation agency

responsible for many of the busiest roadways in the State

 NJTA – New Jersey Turnpike Authority

 Project Category – five groupings of project types and example projects established as part of

this Carbon Reduction Strategy based on how the project reduces carbon reduction

 Project Example – a specific quantifiable example that falls under a project category and project

type.

 Project Type – 21 means of reducing carbon emissions shared as part of the IIJA’s Carbon

Reduction Program

 RAP – reclaimed asphalt pavement

 SJTA – South Jersey Transportation Authority

 USDOT – United States Department of Transportation; executive department of federal

government overseeing numerous agencies, including Federal Highway Administration, Federal

Transit Administration, and Federal Railroad Administration

Appendices 22

Appendices

Appendix A - List of Project Types Eligible for CRP Funding

Appendix B - New Jersey and Peer State Document Review

Appendix C - Documentation of Consultation Process

Appendix D - Emission Reduction Quantification Methodology

Appendices 23

Appendix A – L ist of Project T ypes Eligibl e for

CRP Funding

The Bipartisan Infrastructure Law establishes the Carbon Reduction Program (CRP), which

provides funds for projects designed to reduce transportation emissions, defined as carbon

dioxide (CO2) emissions from on-road highway sources. CRP funds may be obligated for

projects that support the reduction of transportation emissions, including, but not limited to–

[except as noted, § 11403; 23 U.S.C. 175(c)(1)]:

 a project described in 23 U.S.C. 149(b)(4) to establish or operate a traffic monitoring,

management, and control facility or program, including advanced truck stop

electrification systems;

 a public transportation project eligible under 23 U.S.C. 142;

 a transportation alternative (as defined under the Moving Ahead for Progress in the 21st

Century Act [23 U.S.C. 101(a)(29), as in effect on July 5, 2012]), including, but not limited

to, the construction, planning, and design of on-road and off-road trail facilities for

pedestrians, bicyclists, and other nonmotorized forms of transportation;

 a project described in 23 U.S.C. 503(c)(4)(E) for advanced transportation and congestion

management technologies;

 deployment of infrastructure-based intelligent transportation systems capital

improvements and the installation of vehicle-to-infrastructure communications

equipment;

 a project to replace street lighting and traffic control devices with energy-efficient

alternatives;

 development of a carbon reduction strategy developed by a State per requirements in 23

U.S.C. 175(d);

 a project or strategy designed to support congestion pricing, shifting transportation

demand to nonpeak hours or other transportation modes, increasing vehicle occupancy

rates, or otherwise reducing demand for roads, including electronic toll collection, and

travel demand management strategies and programs;

 efforts to reduce the environmental and community impacts of freight movement;

 a project that supports deployment of alternative fuel vehicles, including–

 acquisition, installation, or operation of publicly accessible electric vehicle charging

infrastructure or hydrogen, natural gas, or propane vehicle fueling infrastructure; and

 purchase or lease of zero-emission construction equipment and vehicles, including the

acquisition, construction, or leasing of required supporting facilities;

 a project described in 23 U.S.C. 149(b)(8) for a diesel engine retrofit;

 certain types of projects to improve traffic flow that are eligible under the CMAQ

program, and that do not involve construction of new capacity; [§ 11403; 23 U.S.C.

149(b)(5); and 175(c)(1)(L)]

 a project that reduces transportation emissions at port facilities, including through the

advancement of port electrification; and

 any other STBG-eligible project, if the Secretary certifies that the State has demonstrated

a reduction in transportation emissions, as estimated on a per capita and per unit of

Appendices 24

economic output basis. (Note: FHWA will issue guidance on how the Secretary will make

such certifications.) [§ 11403; 23 U.S.C. 133(b) and 175(c)(2)]

Appendices 25

Appendix B – N ew Jersey and Peer Stat e

Documen t Revi ew

Introduction

The Bipartisan Infrastructure Bill, signed into law in November 2021, establishes a Carbon

Reduction Program (CRP), which provides funds for projects designed to reduce transportation

emissions, defined as carbon dioxide emissions from on-road highway sources. CRP funds may

be obligated for projects supporting various means of reducing transportation emissions. At the

State’s discretion, the CRP can also quantify the total carbon emissions from the production,

transport, and use of materials used to construct transportation facilities in the State.

This memo summarizes the initial step of reviewing previous studies to identify progress made

thus far and compile best practices. Documents from agencies within New Jersey were

reviewed to compile applicable resources, goals, and strategies that will be reflected in the

statewide Carbon Reduction Strategy (CRS). Efforts from other states were also reviewed to

provide examples of carbon dioxide (CO

) or greenhouse gas (GHG) reduction strategies and

methodologies for estimating potential emissions reductions.

Summary of Findings

Though federal legislation concerning mandated state carbon reduction strategies was only

recently passed, New Jersey has long documented the negative impacts of carbon emissions

on the environmental, health, social, and economic well-being of communities. Numerous

documents, studies, plans, and reports have been developed inventorying existing GHG

conditions, and identifying measures, metrics, and benchmarks for reducing emissions. GHG

emissions in the transportation sector are particularly important as the sector represents the

largest segment of emissions statewide. Documents from New Jersey, regional metropolitan

planning organizations, and other States were reviewed to provide insights into New Jersey’s

developing CRS. This CRS will incorporate the best of each of these sources to provide a

practical plan to reduce CO

emissions from on-road highway sources. Documents from other

states are valuable to provide examples of relevant strategies and the presentation of their

potential benefits.

Review of New Jersey Documents

Several state and regional documents were obtained and reviewed for their relevance to the

CRS. Of particular concern in these documents were any identified carbon reduction strategies,

reduction targets, priority project types, GHG inventories, and overall approaches toward

addressing and discussing greenhouse gases. Each document provides unique insight into the

work conducted thus far to reduce carbon emissions and expectations and tactics for

continuing to reduce carbon emissions. The following points briefly characterize the current

state of carbon emissions, transportation emissions, and carbon reduction strategies in New

Jersey.

Appendices 26

 Over the last 15 years, New Jersey has reduced GHG emissions by 20%, primarily

because of market forces that motivated energy-generating units to transform from coal

to cleaner-burning natural gas (NJ’s Global Warming Response Act 80x50 Report)

 Overall reduction in bad air quality days from 53 in 2010 to 10 in 2019 (NJTPA Plan

2050)

 Goal was to reduce emissions to 1990 levels by 2020; was accomplished 11 years early

(NJ’s Global Warming Response Act 80x50 Report)

 GHG from transportation declined 20% from 2005 to 2018; overall GHG decreased 29%

over this period (NJ’s Global Warming Response Act 80x50 Report)

 The transportation sector is the primary source of GHG emissions in New Jersey;

representing 42% of the state’s GHG emissions (NJ’s Global Warming Response Act

80x50 Report)

Acronyms for state and regional agencies used throughout this document are listed below:

 NJTPA – North Jersey Transportation Planning Authority, the metropolitan planning

organization representing the northern New Jersey counties of Bergen, Essex, Hudson,

Hunterdon, Middlesex, Monmouth, Ocean, Morris, Passaic, Somerset, Sussex, Union, and

Warren

 SJTPO – South Jersey Transportation Planning Organization, the metropolitan planning

organization representing the southern New Jersey counties of Atlantic, Cape May,

Cumberland, and Salem

 DVRPC – Delaware Valley Regional Planning Commission, the metropolitan planning

organization representing the greater Philadelphia region, including the New Jersey

counties of Burlington, Camden, Gloucester, and Mercer

 NJDOT – New Jersey Department of Transportation, the state’s transportation agency

 NJDEP – New Jersey Department of Environmental Protection, the state’s environmental

protection agency

Main takeaways from each reviewed document helpful for developing this CRS are provided in

the below sections. A table listing the reviewed documents is provided in Table 6.

Appendices 27

Table 6: Reviewed Documents

TITLE AGENCY YEAR

New Jersey Long-Range Transportation Plan NJDOT 2008

New Jersey Statewide Freight Plan NJDOT 2017

New Jersey’s Global Warming Response Act 80x50 Report NJDEP 2020

New Jersey Greenhouse Gas Emissions Inventory Report NJDEP 2022

New Jersey Global Warming Response Act Recommendations Report NJDEP 2009

North Jersey Transportation Planning Authority Long Range

Transportation Plan

NJTPA 2021

South Jersey Transportation Planning Organization Regional

Transportation Plan 2050

SJTPO 2021

Connection 2050: Plan for Greater Philadelphia DVRPC 2021

New Jersey Long-Range Transportation Plan

 Many of the plan’s goals, policies, strategies, and actions are geared toward reducing

auto-dependence and, consequently, GHG, including smart growth, public transit,

efficient operations, and improved freight movement

 Both NJDOT and NJ TRANSIT are working to make their own facilities greener by

exploring and adopting alternative materials and technologies, including diesel retrofit,

seeking opportunities to recycle waste and by-products from projects, and continuing to

strive to enhance, not just protect, environmental resources

 Methods identified to encourage energy efficiency:

o Encourage the use of hybrid vehicles and alternative fuels to reduce GHG

emissions

o Continue clean diesel and other technological initiatives to reduce emissions for

buses as well as NJDOT fleet vehicles and equipment

o Promote and support all alternatives to driving alone

Appendices 28

 The plan identifies expanding public transit capacity and service as crucial to conserving

energy and reducing GHG

New Jersey Statewide Freight Plan

 Formula Carbon Reduction Program – formula grant program to reduce transportation

emissions and develop carbon reduction strategies, including advanced truck stop

electrification

 Clean Vessel Incentive Program – intends to reward operators making voluntary engine,

fuel, and technology enhancements to their vessels that reduce emissions beyond

regulatory environmental standards

 MAP Forum includes a Multi-State Resiliency Working Group, which builds on FHWA’s

post-Hurricane Sandy Transportation Resilience Study of NY, NJ, and CT to expand

vehicle electrification, and reduce GHG impacts

 Truck electrification driven by governmental incentives and regulations intended to

reduce GHG and NOx emissions, including both incentives facilitating electrification and

more stringent requirements for traditional diesel or gasoline trucks

NJ’s Global Warming Response Act 80x50 Report

 Transportation sector represents 42% of GHG; 70% of this from gasoline-fueled vehicles

 Goal to reduce GHG to 80% of 2006 levels by 2050: interim target of 50% by 2030

 To achieve 80x50, 88% of new light-duty vehicles will need to be electric vehicles by

2030; 100% by 2035

 100% of new NJ TRANSIT buses are expected to be electric vehicles by 2032

 Complementary policies identified:

o Increase mass transit ridership

o Expand transit-oriented development

o Incentivize work from home and flexible work weeks

o Collaborate with other states on regional partnerships/strategies

 2018 Zero Emission Vehicle Program MOU

o With nine other states

o Place combined 3.3 million zero-emissions light-duty vehicles on road by 2025

o 100% of medium/heavy duty vehicles by 2050; 30% by 2030

 New Jersey is likely to experience a 1.1’ increase in sea level rise by 2030, and a 2.1’

increase by 2050, regardless of future reductions

Appendices 29

NJ GHG Emissions Inventory Report

 Serves as foundation of state’s strategy to mitigate climate change

 Identifies sources of GHG, measures progress to reduce emissions, and makes info

more accessible to decision-makers

 Transportation accounts for 38 MMT (36% of statewide CO2 emissions); on-road

gasoline accounts for 82% of on-road emissions

 Net emissions dropped from 11.4 MMT CO2 in 1990 to 98.5 MMT CO2 in 2019

 New Jersey’s Global Warming Response Act requires a comprehensive greenhouse gas

inventory by NJDEP every other year with interim updates in intervening years

 New Jersey is responsible for 1.6% of national GHG emissions and 0.3% of worldwide

GHG emissions

 New Jersey’s per capita GHG emissions is slightly more than half of the U.S. average

though this may be skewed by the states significantly benefiting from emissions-

generating activities in nearby states

 New Jersey transportation emissions peaked in 2007

 The number of electric vehicles in the state increased 63.1% from 2019 to 2021,

representing 3.7% of light-duty sales in 2021

NJ Global Warming Response Act Recommendations Report

 2019 Electric Vehicle Law

o Goal to have 330,000 registered electric vehicles by end of 2025; two million by

2035

o Electric vehicle registrations increased 63% from 2019 to 2021; represent 3.7% of

light-duty sales

o Goal of 200 public fast charging stations

o Goal to electrify 25% of state non-emergency light-duty fleet by 2025

 2021 Protecting Against Climate Threats Regulatory Reform

o Requires truck manufacturers selling medium and heavy-duty vehicles in New

Jersey to increase number of electric vehicles sold over time

NJTPA Plan 2050

 In New Jersey, transportation represents 42% of GHG emissions; 68% of this is

generated by passenger vehicles, trucks, and motorcycles

Appendices 30

 Funding Strategies – changes in policy to focus less on taxes levied on gasoline sales

and more on vehicle miles traveled or other assessed user-based fees or taxes

 Strategies to Reduce Emissions – reducing vehicle miles traveled by encouraging transit

ridership or more compact and walkable land uses

 Plan 2050 Climate Change and Transportation background paper identified key steps to

combat climate change

o Supporting electrification of vehicles and the creation of vehicle charging

systems

o Supporting partner agencies and subregions in efforts to review and revise

operations to reflect both current and projected climate impacts

o Supporting low-carbon transit and bike/walk options, transit-oriented

development, and transportation demand management

o Overseeing and modeling the impacts of planning transportation improvements

on air quality

o Supporting projects that target reducing pollutants whose emissions are tied to

generation of GHGs

 Nationwide, the transportation sector contributes 28% of GHG emissions as of 2018

SJTPO Regional Transportation Plan

 Largest emission sector is transportation, representing 45.5% of gross GHG emissions

in region

 Before a project is advanced for prioritizing using the project evaluation process, SJTPO

assesses for air quality

 GHG emissions are associated with seasonal population swings

 Atlantic County accounts for 48% of regional GHG

 SJTPO released a Greenhouse Gas Inventory Report in 2014 that provides an inventory

of emissions throughout the region

DVRPC LRP Policy, Process, and Analysis Documents

 DVRPC has a goal to attain net-zero GHG emissions by 2050

 Aims to focus growth in centers, in part to reduce auto emissions

 Identifies potential funding options for replacing the gas tax

o Mileage-based user fees

o Carbon tax

Appendices 31

o Toll existing highways

o Vehicle registration fees

o Tradable driving credits

o Commercial property VMT fee

o Parking pricing

o Congestion pricing

 Checklist to reduce GHG emissions includes electrifying transportation

 TIP-LRP Project Benefit Evaluation Criteria weights environment the least important (7%)

though notes that projects enhancing safety, reducing congestion, investing in Centers,

expanding multimodal options, and improving air quality will all help to lower emissions

 Measuring GHG impacts of transportation projects requires a detailed, complex effort

that is not consistent with the goal of keeping the project evaluation process simple and

high-level

 The region does not meet federal NAAQS for ground-level ozone and has only recently

attained standard for PM2.5

Review of Other State Documents and Programs

The Carbon Reduction Program requires each state to develop a Carbon Reduction Strategy by

November 2023. While many states are still developing the Carbon Reduction Strategy, as

required by the Carbon Reduction Program, there are states that have published other similar

documents that address reducing greenhouse gas emissions from the transportation sector.

This section summarizes information from other states to provide NJDOT with examples of

ongoing work in this area.

Indiana

The Indiana Department of Transportation has developed a Draft Carbon Reduction Strategy

that is posted on their website for public review and comment1. The document identifies five

categories of transportation projects and strategies that can support carbon reduction in

Indiana, as shown in Figure 1. Project types and strategies the support each category are

summarized in tables. The document does not identify specific projects or estimate the

potential reductions from the strategies.

Indiana DOT Carbon Reduction Strategy. https://www.in.gov/indot/public-involvement/public-

involvement/carbon-reduction-strategy/

Appendices 32

Figure 1. Indiana DOT Carbon Reduction Categories

Oregon

The Oregon Transportation Commission developed a Statewide Transportation Strategy (STS)2

in 2013 in response to Legislative direction to identify the most promising approaches for

reducing transportation related GHG emissions. The STS contains 18 distinct strategies, shown

in Figure 2, found to be the most promising in reducing GHG emissions in Oregon by 2050.

Oregon DOT plans to adapt this document to meet the needs of the Carbon Reduction Strategy

once more federal guidance is issued. Oregon DOT’s Climate Office has many ongoing projects

in the areas of mitigation, sustainability, and adaption. Oregon is currently developing a

methodology to quantify the GHG emissions impacts of the STIP and its wide range of project

types.

Oregon Statewide Transportation Strategy. https://www.oregon.gov/odot/planning/pages/sts.aspx

Appendices 33

Figure 2. Strategies Identified in Oregon’s Statewide Transportation Strategy

Colorado

On December 16, 2021, the Transportation Commission voted to approve a groundbreaking new

rule, the GHG Pollution Reduction Planning Standard

, to reduce GHG emissions from the

transportation sector. Under the Standard, CDOT and the state’s five MPOs are required to

achieve individually set GHG reduction levels at four different time periods - 2025, 2030, 2040,

and 2050, which must be demonstrated in transportation planning documents using travel

modeling. Overall, the standard encourages CDOT and the MPOs to develop long range

transportation plans that support travel choices that reduce GHG emissions.

Colorado DOT Greenhouse Gas Program. https://www.codot.gov/programs/environmental/greenhousegas

Appendices 34

On May 19, 2022, the Transportation Commission voted to adopt Policy Directive 1610

on GHG

Mitigation Measures, which establishes an ongoing administrative process and guidelines for

selecting, measuring, confirming, verifying, and reporting on GHG Mitigation Measures. The

Policy Directive includes a list of GHG mitigation measures that have been scored to reflect the

ability of these project types to reduce GHG emissions in Colorado.

Florida

Florida DOT developed a Carbon Reduction Quick Guide

, designed to assist MPOs in

developing goals and objectives to support the reduction of transportation emissions and to

identify projects that align with those goals and objectives. The Quick Guide also contains a list

of resources so MPOs can easily access answers to questions regarding the implementation of

the IIJA program. The guide encourages MPOs to consider goals that align with objectives

within the Florida Transportation Plan that support carbon reduction, as shown in Figure 3, and

provides examples of noteworthy practices around the state.

Figure 3. Florida Transportation Plan Objectives that Support Carbon Reduction

California

The California Air Pollution Control Officers Association (CAPCOA) has published a Handbook

for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and

Advancing Health and Equity

. This document is widely used by local governments across

California to reduce GHG emissions from new land use development projects and to create

climate action plans, master plans, and general plans. This document does not present a

Colorado DOT Policy Directive 1610. https://www.codot.gov/programs/environmental/greenhousegas/assets/pd-

1610-0-greenhouse-gas-mitigation-measures-june2022.pdf

Florida DOT Carbon Reduction Quick Guide. https://fdotwww.blob.core.windows.net/sitefinity/docs/default-

source/planning/policy/carbon-reduction/2022carbon-emission-reduction-guide-12-12_v5.pdf?sfvrsn=eff0c914_2

CAPCOA GHG Handbook.

https://www.airquality.org/ClimateChange/Documents/Final%20Handbook_AB434.pdf

Appendices 35

statewide emissions reduction strategy, but it is a useful resource that includes factsheets,

formulas, and guidance to calculate GHG reductions from over 80 GHG mitigation strategies.

Information about specific strategies include GHG emissions reduction potential, co-benefits,

climate resilience effects, and health and equity considerations.

Appendices 36

Appendix C – Carbon Reduction Working Group

Summaries

Brief summaries of each of the Carbon Reduction Working Group meetings are below.

Working Group Meeting #1 – December 12, 2022

The consultant team led a presentation providing an overview of the federal CRS legislation, the

purpose of the Working Group, and the project schedule. The Working Group discussed the

upcoming process of reviewing previous studies, how emissions reductions will be modeled,

and how CRP funds will be used.

Working Group Meeting #2 – February 3, 2023

The consultant team led a presentation reminding attendees of the purpose of the federal CRS

legislation and summarizing results of the literature review of previous studies. The Working

Group discussed the potential scope of the CRS, and similar ongoing efforts undertaken by

other states.

Working Group Meeting #3 – March 7, 2023

The consultant team led a presentation that include recapping the purpose of the CRS,

presenting examples of similar documents, and discussing what can be included in the New

Jersey CRS. Working Group members were encouraged to share data concerning carbon

emissions and to respond to a survey concerning focus topics and each agency’s efforts to

reduce carbon emissions.

Working Group Meeting #4 – April 24, 2023

The consultant team led a presentation that included summarizing recent FHWA CRS webinars,

updating Working Group members on the progress of the development of the CRS, and

discussing next steps. The Working Group also discussed the type of projects to be included in

the CRS.

Working Group Meeting #5 – May 25, 2023

The consultant team led a presentation that included recapping the purpose of and NJDOT’s

approach to the CRS, recapping feedback from the Working Group survey, and introducing

assumptions and attempts to quantify carbon reductions of various project types.

Working Group Meeting #6 – June 29, 2023

The consultant team led a presentation that included outlining the draft CRS, summarizing the

type of actions NJDOT can take to implement the CRS, and how to evaluate the effectiveness of

the CRS. The Working Group discussed the need to integrate carbon reduction funding into

existing processes.

Working Group Meeting #7 – July 27, 2023

Appendices 37

The consultant team led a presentation that included summarizing the contents of the draft

CRS, the document’s main themes, and a schedule for the Working Group’s review of the

document.

Appendices 38

Appendix D – E missions Reduction

Quan tification Methodology

As part of the Carbon Reduction Strategy, NJDOT selected representative projects based on the

list of eligible project types to determine the relative emissions benefits of various projects.

Since this exercise did not calculate emissions for specific projects where project details were

known, the emissions were estimated using publicly available tools and methodologies that can

be repeated and refined for future versions of the Carbon Reduction Strategy and any potential

reporting of expected emissions reductions from specific projects under evaluation.

Resources Used

 EPA Motor Vehicle Emissions Model (MOVES) Version 3.1 was used to develop

emission factors for the general vehicle fleet and passenger vehicles on the roads in

New Jersey. MOVES incorporates the registered vehicle fleet mix as well as all federal

emissions and fuel economy regulations in place during the analysis year. The emission

factors used for the analysis were an average of MOVES results from three

representative counties (Bergen, Atlantic, and Burlington). MOVES was also used to

develop an emission factor for diesel-powered construction equipment and gasoline-

powered landscaping equipment using the NONROAD module. The value used is an

average of all commercial gasoline equipment within the landscaping category, which

includes a range of equipment such as mowers, chainsaws, blowers, tractors, and

chippers. https://www.epa.gov/moves

 AFLEET Version 2020 was used to develop emission factors for trucks and buses using

an array of fuel options. AFLEET includes estimates for direct emissions from the

vehicle tailpipe as well as upstream emissions associated with the production and

transport of fuel and energy. While electric and hydrogen fuel cell vehicles do not

produce tailpipe emissions, the increases in emissions from power production must be

considered for a complete comparison. Emission factors were developed using AFLEET

national defaults. https://greet.es.anl.gov/afleet

 AFLEET Charging and Fueling Infrastructure (CFI) Emissions Tool was used to develop

emission estimates for a publicly available charging station.

https://afleet.es.anl.gov/infrastructure-emissions/

 FHWA CMAQ Toolkit is a series of Excel-based modules commonly used for the

Congestion Mitigation and Air Quality Program emissions reporting. Many project types

that reduce emissions of CO

are included within these modules. The Traffic Flow

Improvement Module was used to identify emission factors for vehicles traveling at

specific speeds and idling. Annual bus miles of travel was retrieved from the Transit

Bus Retrofit and Replacement Module.

https://www.fhwa.dot.gov/environment/air_quality/cmaq/toolkit/

 The National Asphalt Pavement Association published GHG Emissions Inventory for

Asphalt Mix Production in the United States in 2022. Information in this document was

used to estimate the emissions reductions using different pavement techniques for a

typical resurfacing project.

Appendices 39

https://www.asphaltpavement.org/expertise/sustainability

 The California Air Resources Board (CARB) Methods to Find the Cost-Effectiveness of

Funding Air Quality Projects was used to develop assumptions for how many new users

would use bicycle and pedestrian facilities with various characteristics.

https://ww2.arb.ca.gov/sites/default/files/2020-

06/Congestion_Mitigation_Air%20_Quality_Improvement_Program_cost-

effectiveness_methods_may2005.pdf

Tool Development

A Microsoft Excel-based tool was developed to perform this emissions analysis. The tool

includes a tab that performs all calculations and a tab that summarizes all the inputs used and

the source of that data or assumption. The following sections provide additional details and

context for the calculations and assumptions used by the tool by project type.

Publicly Available Charging Stations

Emission reductions were based on one moderate utilization charging station, using AFLEET

CFI defaults for the number of vehicles to access the station and fuel consumption. Emission

reductions were calculated separately for level 2 (L2) charging stations and Direct Current Fast

Charging (DCFC) stations. The result values could be scaled by the number of charging stations

under consideration.

Vehicle Replacement

Emissions reductions were estimated by subtracting the emissions of the electric or zero-

emission vehicle from emissions for an identical diesel vehicle. For the purposes of this

analysis, zero-emission trucks were assumed to be the average of heavy-duty vehicles powered

by electricity or hydrogen fuel cells. Electric bus emissions were calculated by comparing a new

electric bus to a new diesel bus, assuming a bus at the end of its service life would be replaced

one of these options. The result values could be scaled by the number of vehicles under

consideration for replacement. The alternative fuel factors from AFLEET are included in the

spreadsheet tool in the tab labeled “Alt Fuel Emission Factors.”

Nonroad Diesel Equipment Replacement

Annual emissions for average diesel-powered construction equipment were estimated using the

NONROAD module. The value used is an average of all diesel equipment within the construction

category except off-road trucks. The construction category includes a range of equipment such

as graders, loaders, dozers, cranes, pavers, and tractors. It was assumed that replacement of

off-road trucks would have similar emissions reductions as estimated for on-road trucks. If

specific equipment is to be replaced, it is recommended that emission factors and activity

specific to that equipment be identified. No upstream emissions from electricity production

were included in this calculation.

Truck Stop Electrification

Appendices 40

Emissions reductions were estimated for installation of offboard power equipment that can be

used to support truck drivers’ rest needs such as temperature control and running appliances

onboard the vehicle without idling the truck’s diesel engine or using a diesel auxiliary power

system. The idling emission factor used in these calculations is an average of MOVES emission

factors for extended idle and auxiliary power system factors. No upstream emissions from

electricity production were included in this calculation. The result value could be scaled by the

number of truck parking spots upgraded.

Active Transportation Facilities

Emissions reductions from bicycle and pedestrian facilities were developed based on the

methodology described in the California Air Resources Board’s Methods to Find the Cost-

Effectiveness of Funding Air Quality Projects7. This methodology estimates the number of

automobile trips replaced by bicycle trips for commute and other non-recreational purposes

using average daily traffic of the parallel roadway, length of the project, city population, and the

number of activity centers within half a mile of the project. The estimates used for this

evaluation assumed the maximum number of activity centers and maximum population

adjustment factors to calculate the emissions reduced from each combination of project length

and roadway AADT. These calculations are detailed in the emissions workbook tab labeled

“Bike Ped Assumptions.” For the purposes of this analysis, the same assumptions were used

for pedestrian facilities, although that is likely an overestimate. The emissions reductions were

multiplied by the drive alone mode share to acknowledge that not every new user will have

shifted travel from a single occupancy vehicle.

Transit Service

Emissions reductions from transit service expansion represent the reductions from increased

transit use that shifts commuters away from driving alone. To estimate the passenger vehicle

miles reduced, new trips per bus service mile and rail service mile were based on system-wide

average data from NJ Transit’s 2030 Strategic plan, and the average trip distance was based on

national average data from the CMAQ toolkit. The emissions reductions were multiplied by the

drive alone mode share to acknowledge that not every new user will have shifted travel from a

single occupancy vehicle. The result values could be scaled by the number of service miles that

would be expanded by the project.

Vanpool Service

Emissions reductions from vanpool opportunities represent the reductions from commuters

shifting modes from driving alone. To estimate the passenger vehicle miles reduced, the

average trip distance was based on national average data from the CMAQ toolkit, and it was

assumed that vans would have capacity for 10 users. The emissions reductions were multiplied

by the drive alone mode share to acknowledge that not every new user will have shifted travel

from a single occupancy vehicle. The result value could be scaled by the number of vans

considered for purchase or the number of expected users per van.

https://ww2.arb.ca.gov/sites/default/files/2020-

06/Congestion_Mitigation_Air%20_Quality_Improvement_Program_cost-effectiveness_methods_may2005.pdf

Appendices 41

Teleworking

Emissions reductions from teleworking represent the reductions from commuters eliminating a

commute trips. To estimate the passenger vehicle miles reduced, the average trip distance was

based on national average data from the CMAQ toolkit. The emissions reductions were

multiplied by the drive alone mode share to acknowledge that not every new user will have

shifted travel from a single occupancy vehicle. The result value could be scaled based on the

number of employees participating and the number of days per year spent working remotely.

Roadway Operations

Multiple project types (variable messaging signs, traffic control centers, transit signal priority,

and signal synchronization) were evaluated to determine potential benefits from projects that

improve efficiency on roadways by increasing vehicle speeds and decreasing travel time.

Emissions benefits for these types of projects were assumed to only occur during peak hours

when congestion is most likely to be relieved. Emissions of vehicles traveling average speeds of

20 to 50 miles per hour were obtained from the CMAQ toolkit. A 5 mph increase in speed was

assumed to represent a 10% reduction in travel time. A 10 mph increase in speed was assumed

to represent a 30% reduction in travel time.

Individual Signal Projects

Emissions reductions from an individual signal were based on the elimination of 60 seconds of

idling per vehicle. Emissions benefits for project type were assumed to only occur during peak

hours when congestion is most likely to be relieved. The resulting value could be scaled based

on the roadway volume and seconds of delay reduced.

Replace Gasoline Powered Landscaping Equipment

Annual emissions for average gasoline-powered landscaping equipment were estimated using

the NONROAD module. The value used is an average of all commercial gasoline equipment

within the landscaping category, which includes a range of equipment such as mowers,

chainsaws, blowers, tractors, and chippers. If specific equipment is to be replaced, it is

recommended that emission factors and activity specific to that equipment be identified. No

upstream emissions from electricity production were included in this calculation.

Idle Reduction

Emissions reductions can be achieved by implementing restrictions for how long construction

equipment may idle at a worksite. Reductions were estimated assuming a 5-minute limit on

idling for 2 idle events per day. The heavy-duty truck idling emission factor was obtained from

the CMAQ toolkit. This value could be scaled based on the number of trucks affected by the idle

restriction.

Streetlight Bulb Replacement

Emissions reductions were estimated for the upstream electricity reduction that could be

achieved by replacing high pressure sodium (HPSV) lamps with light-emitting diode (LED)

Appendices 42

streetlamps. The energy saved per bulb was estimated by reviewing existing studies from

recent municipal projects to replace lightbulbs in city street lights8. This value was multiplied by

the number of bulb replaced and the electricity emission factor provided by EPA’s Emissions &

Generation Resource Integrated Database (eGRID) for the RFC East subregion9. This value

could be scaled based on the number of light bulbs replaced, and the emission factor should be

updated if lightbulbs other than HPSV or LED are under consideration.

Resurfacing with Warm-Mix Asphalt

Resurfacing with warm-mix asphalt as an alternative to hot-mix asphalt (HMA) reduces

approximately 15% of CO2 emissions associated with the energy needed for asphalt

production10. The National Asphalt Paving Association’s (NAPA) GHG Emissions Inventory for

Asphalt Mix Production in the United States estimates that an average lifecycle emission

intensity of asphalt mix in the United States ranges from 50.2 to 52.1 kg of CO2 equivalent

(CO2e) per ton of mix produced, and mix production contributes to about 43% of the lifecycle

emissions of HMA. The emissions reduction was determined by assuming a 15% reduction in

the 43% contribution of material production, for a reduction of 3.4 kg CO2e per ton of mix.

NJDOT staff indicated that a typical resurfacing project uses 40,000 tons of mix. These values

were multiplied to determine the potential reduction of CO2 per resurfacing project, assuming

CO2e is primarily CO2.

Resurfacing with Reclaimed Asphalt Pavement

Information from the National Asphalt Paving Association’s (NAPA) GHG Emissions Inventory

for Asphalt Mix Production in the United States was used to determine the reductions from

scenarios that utilize reclaimed asphalt pavement (RAP). This document estimates that each

ton of RAP used in asphalt mixtures in 2019 reduced GHG emissions by approximately 27 kg

CO2e in the United States. NJDOT’s HMA High RAP specification requires a minimum of 20%

RAP. It was assumed cold in-place recycling and full-depth reclamation use 100% RAP. NJDOT

staff indicated that a typical resurfacing project uses 40,000 tons of mix. Emission reductions

and were calculated according to the following equation, assuming CO2e was primarily CO2:

Emissions reduction per project (kg/CO

) = RAP emissions reduction (27 kg CO

e/ton of mix)

* percentage RAP used (20% or 100%, depending on

scenario)

* average HMA tonnage per project (40,000 ton of mix)

Resources used include: https://www.pge.com/en_US/large-business/save-energy-and-money/business-

solutions-and-rebates/lighting/led-street-lighting-replacement-program.page, https://cob.org/wp-

content/uploads/wsdot-led-lighting-eval-10-15-13.pdf

https://www.epa.gov/egrid/power-profiler#/

https://www.appg-betterroads.org/wp-content/uploads/2019/09/aia-warm-mix-document-Fl.pdf