Official Site of The State of New Jersey

Performance Measures	Baseline	2-Year Condition / Performance	2-Year Target	4-Year Target	4-Year Adjustment
Percentage of Pavements of the Interstate System in Good Condition	75.70%	72.10%	75.70%	77.00%	70.00%
Percentage of Pavements of the Interstate System in Poor Condition	0.10%	0.30%	0.10%	0.10%	1.00%
Percentage of Pavements of the Non-Interstate NHS in Good Condition	41.60%	41.50%	41.60%	43.00%	38.00%
Percentage of Pavements of the Non-Interstate NHS in Poor Condition	4.80%	4.60%	4.80%	4.00%	5.00%
Percentage of NHS Bridges Classified as in Good Condition	21.30%	20.30%	21.30%	23.00%	20.50%
Percentage of NHS Bridges Classified as in Poor Condition	6.60%	5.70%	6.60%	6.00%	6.70%
Percent of the Person-Miles Traveled on the Interstate That Are Reliable	94.00%	90.00%	82.00%	83.00%
Percent of the Person-Miles Traveled on the Non-Interstate NHS That Are Reliable	92.20%	88.40%	85.00%	86.00%
Truck Travel Time Reliability (TTTR) Index	1.56	1.65	1.9	1.9
Annual Hours of Peak Hour Excessive Delay Per Capita: Allentown -- Bethlehem -- Easton, PA--NJ	7.1	8.2	8.4	8.4
Annual Hours of Peak Hour Excessive Delay Per Capita: Atlantic City, NJ	6.1	5.7	6.3	6.2
Annual Hours of Peak Hour Excessive Delay Per Capita: New York -- Newark, NY--NJ--CT	20.9	19.8	22	21
Annual Hours of Peak Hour Excessive Delay Per Capita: Philadelphia, PA--NJ--DE--MD	13.1	13.9	15.2	15.1
Annual Hours of Peak Hour Excessive Delay Per Capita: Trenton, NJ	3.4	4.4	5.7	5.7
Percent of Non-Single Occupancy Vehicle Travel: Allentown -- Bethlehem -- Easton, PA--NJ	20.40%	22.30%	18.60%	18.60%
Percent of Non-Single Occupancy Vehicle Travel: Atlantic City, NJ	25.40%	26.70%	24.10%	23.70%
Percent of Non-Single Occupancy Vehicle Travel: New York -- Newark, NY--NJ--CT	52.40%	53.40%	52.40%	52.50%
Percent of Non-Single Occupancy Vehicle Travel: Philadelphia, PA--NJ--DE--MD	30.60%	32.80%	30.00%	30.00%	33.00%
Percent of Non-Single Occupancy Vehicle Travel: Trenton, NJ	26.40%	30.00%	26.50%	26.80%	30.00%
Total Emission Reductions (kg/day): PM2.5	178.8	1.068	28.911	54.805
Total Emission Reductions (kg/day): NOx	1572.321	12.154	34.367	63.218
Total Emission Reductions (kg/day): VOC	179.176	6.115	11.958	22.74
Total Emission Reductions (kg/day): PM10
Total Emission Reductions (kg/day): CO	1080.681		60.422	114.796

The targets displayed in Figure 3 are based on New Jersey’s commitment to zero fatalities and serious injuries on all public roads. This safety vision requires time to change attitudes and behaviors; construct infrastructure improvements; and realize the benefits of technological advancements intended to reduce the severity and frequency of crashes. NJDOT is committed to the vision of achieving zero fatalities and serious injuries through deploying the Safe System Approach. The Safe System Approach (SSA) represents a paradigm shift in road safety, moving from reactive to proactive strategies and focusing on fatalities and serious injuries. The SSA provides a framework for achieving that goal.

The Department plans to invest in safety to make progress toward achieving the performance targets that have been set. The New Jersey Strategic Highway Safety Plan (SHSP) guides the allocation of safety funding and resources to reduce highway fatalities and serious injuries on New Jersey’s public roadways. The plan can be found at Driving Toward Zero Deaths NJ. Total investment in safety includes programs and projects such as Betterments, Safety; Highway Safety Improvement Program Planning; Rail-Highway Grade Crossing Program; Safe Routes to School Program; Route 9, Tuckahoe Road (CR 631) to Roosevelt Boulevard (CR 623); Route 46, Pequannock

Street to CR 513 (West Main Street); Route 30, Gibbsboro Road (CR 686); and Route 28, Route 287 to County Route 525 (Thompson Avenue).

Approximate investments in safety (in millions) are listed in Figure 4.

Figure 4: Safety

The investments displayed in Figure 5 represent Highway Safety Improvement Program (HSIP) and HSIP Vulnerable Road User Safety fund investments (in millions).

Figure 5: HSIP + HSIP Vulnerable Road User

NJDOT plans to invest in bridge assets identified in the TAMP to make progress toward achieving the performance targets that have been set. Total investment in bridge assets include programs and projects such as the Bridge Deck/Superstructure Replacement Program; Bridge Preventative Maintenance; Culverts Replacement Program; Bridge Maintenance Scour Countermeasures; Delaware and Raritan Canal Bridges; Schalk’s Crossing Road Bridge, CR 683; Route 4, Bridge over Palisade Avenue, Windsor Road and CSX Railroad; Route 76, Bridges over Route 130; and Route 47, Nummytown Mill Pond Dam. Investments in bridge assets include funds provided from the IIJA Bridge Formula Program (BFP). Refer to BFP - Funding Programs - Management and Preservation - Bridges & Structures - Federal Highway Administration.

Approximate investments in bridge assets (in millions) are listed in Figure 6.

Figure 6: Bridge Assets

The NJDOT plans to invest in road assets identified in the TAMP to make progress toward achieving the performance targets that have been set. Total investment in road assets include programs and projects such as Pavement Preservation; Resurfacing Program; Guiderail Upgrades; Route 79, Route 9 to Route 34 (Middlesex Street), Route 38, Nixon Drive to Route 295 Bridge, Route 50, Upper Bridge Road to Carl Road, and Route 202 to Ramapo River.

Approximate investments in road assets (in millions) are listed in Figure 7.

Figure 7: Road Assets

The NJDOT plans to invest in system performance (mobility and congestion relief) to make progress toward achieving the performance targets that have been set. Total investment in mobility and system performance includes programs and projects such as Intelligent Traffic Signal Systems; Mobility and Systems Engineering Program; Statewide Traffic Operations and Support Program; Route 38, South Church Street (CR 607) to Fellowship Road (CR 673); Route 1, Alexander Road to Mapleton Road; Route 78, Route 22 to Drift Road/Dale Road; and Route 195, Route 295 to Route 9.

Approximate investments in system performance (in millions) are listed in Figure 8.

Figure 8: System Performance

In the short term, the NJDOT will monitor progress toward achievement of the two- and four- year performance targets to assess how well the STIP is implementing the TAMP. The information compiled through each year’s review of investment information to support the annual consistency determination will demonstrate how the NJDOT is implementing the TAMP. With this information, the NJDOT will determine whether adjustments to planned investments in the STIP will be needed to implement the TAMP.

c.Public Participation Process

New Jersey is completely covered by its three MPOs: the Delaware Valley Regional Planning Commission (DVRPC), the South Jersey Transportation Planning Organization (SJTPO), and the North Jersey Transportation Planning Authority (NJTPA). This STIP incorporates their three separate TIPs without modification. Each MPO has a public participation process for their Regional Transportation Plan, TIP, and conformity determination. The state makes the STIP available at each MPO public meeting, and representatives from the NJDOT and NJ TRANSIT are present to answer questions and concerns raised by the public about the programs. The duration of the public comment period for each TIP and the STIP is 30 days. MPOs collect public comments on behalf of the state, and responses are prepared collaboratively.

d. Statewide Transportation Plan

The federal statewide planning rules require that the STIP contain projects consistent with the Statewide Long Range Transportation Plan (SLRTP), Transportation Choices 2030. The SLRTP is a comprehensive plan developed by NJDOT and NJ TRANSIT that includes goals, policies, strategies,and actions providing strategic direction in the formulation of the STIP and guide investment prioritization for New Jersey’s transportation system. The projects and programs in this STIP are consistent with New Jersey’s SLRTP, Transportation Choices 2030.

e. Conformity for MPO Plans and Programs

The MPO Regional Transportation Plans are subject to conformity analysis to demonstrate that each plan conforms to the State Implementation Plan (SIP). Each MPO TIP must be consistent with their conforming plan. This determination means that the implementation of projects and programs in the MPO TIPs will have a positive impact. Since the STIP contains the three MPO TIPs without modification, the implementation of the STIP conforms to the regional transportation plans.

f. Congestion Management Process

All projects in this STIP that will result in a significant increase in carrying capacity for single occupant vehicles are supported by a fully operational congestion management process, in place at each MPO.

g. Development of the STIP

This STIP is the product of months of staff work and deliberations involving the NJDOT, NJ TRANSIT, county and municipal transportation planners and engineers, other transportation providing agencies, the public, and elected officials at the state, county, and municipal levels. The main decision-making forums for selecting projects for this program were the state’s three MPOs:

• NJTPA, covering Bergen, Essex, Hudson, Hunterdon, Middlesex, Monmouth, Morris, Ocean, Passaic, Somerset, Sussex, Union, and Warren counties.
• DVRPC, covering Burlington, Camden, Gloucester, and Mercer counties.
• SJTPO, covering Atlantic, Cape May, Cumberland, and Salem counties.

The process of building this STIP began in the fall of 2024, with intensive staff work by the NJDOT, NJ TRANSIT, and the MPOs.All projects that were identified as potential candidates for inclusion in the regional TIPs of each of the three MPOs were subjected to rigorous screening to verify project scope, status, schedule, and cost. The resulting pool of projects was analyzed independently by the NJDOT and the MPOs. Each project was then assigned a priority-ranking based on the extent to which it would advance identified regional and statewide objectives. Such objectives are set forth in the STIP, the SLRTP, and the three MPO Regional Transportation Plans. The NJDOT and NJ TRANSIT developed and circulated revenue projections, for planning purposes, to each of the MPOs based on the best current assessment of available state, federal, and other funds. The NJDOT and each of the three MPOs entered intensive discussions to negotiate a list of deliverable transportation projects that best fit the composite statewide and regional priorities within a financially constrained program. These negotiated project lists were used as the basis for publishing the Transportation Capital Program Fiscal Year 2026 by the NJDOT in June 2025 and for preparing TIPs for further analysis by each of the MPOs. Projects in the STIP and three MPO’s TIPs are consistent with the three MPO Regional Transportation Plans.

h. STIP Modifications and Amendments

The STIP may be modified or amended according to the procedures set forth in the Memorandum of Understanding (MOU) for TIP/STIP changes among the three MPOs, NJDOT, and NJ TRANSIT. The MOU can be found in the Electronic Statewide Transportation Improvement Program (eSTIP). STIP changes, once approved by the MPOs in concert with either NJDOT or NJ TRANSIT, are forwarded to the FHWA and/or the Federal Transit Administration (FTA) for approval. The modified and amended STIP is available for viewing through the eSTIP application, which is available on the NJDOT website at Annual Transportation Capital Program Overview - Capital Program (state.nj.us).

i. Financial Plan

Federal law and regulations require that the STIP be fiscally constrained for the first four years whereas, planned federal aid expenditures cannot exceed projected revenues. The major sources of funding identified in this document are the FHWA, the FTA, and the Transportation Trust Fund (TTF). The NJDOT and its transportation planning partners (NJ TRANSIT, NJTPA, DVRPC, SJTPO, FHWA, and FTA) have developed an estimate of $19,415.21 million in available state, federal and other revenues to support the state’s transportation budget during the four fiscal years from 2026 through 2029. (For planning purposes, state revenues are estimated based on state fiscal years, which begin on July 1, and federal revenues are estimated for federal fiscal years, which begin on October 1.)

In addition, the NJDOT and NJ TRANSIT have incorporated an additional six years of constrained resources into the 10-year STIP. The 10-year total is estimated to be $48,166.71 million. This amount constitutes the funding expected to be available to support FY 2026 - FY 2035 STIP. These revenue estimates were developed cooperatively by the NJDOT, NJ TRANSIT, and New Jersey’s three MPOs, in full consultation with the FHWA and the FTA, at a meeting held on January 8, 2025.

j. Advance Construction Projects

Advance Construction (AC) is a procedure to advance a federally funded project phase into the current fiscal year and implement that phase with non- federal funds. The use of AC is subject to the availability of non-federal funds (e.g., state funds) in the year in which the project is to be implemented and the availability of federal funds in the year in which the AC project is to be converted to a regular federal-aid project. AC projects are to be listed individually in the TIPs and STIP in both the year that the project is to be implemented and the year in which the conversion is to take place. Appropriate notification will be provided in the TIPs and STIP so it is clearly understood that these “other funds” are available and that future federal funds may be committed to these AC projects. Fiscal constraint must be maintained throughout this process for both the implementing and conversion years. The MPOs and the state agree that the inclusion of an AC project in the TIP/STIP, in the year the project is to be implemented, signifies that the project can be converted to federal funding when federal funds become available, and the decision is made to convert.

k. Multi-Year Funding

Multi-year funding is an innovative financing technique to program and authorize only that portion of a given project phase necessary to support reimbursement of planned cash outlays for a given year. Remaining portions of the project phase are programmed in subsequent years. In the first fiscal year of funding for a multi-year funded phase of work, the NJDOT will only seek federal authorization for that portion of the federal funds shown in that fiscal year in the STIP. The remaining balance of funds for that particular phase of work, will appear in the STIP in the fiscal year that the NJDOT intends to request federal authorization for the remaining funds needed for continuation/completion of the phase/project. Each multi-year federally funded project will be submitted to the FHWA with the condition that authorization to proceed is not a commitment or obligation to provide federal funds for that portion of the undertaking not fully funded herein. Fiscal constraint will be maintained at all times throughout this process.

In the event that sufficient federal funding is not available in any fiscal year to complete a multi-year funded phase of work, the NJDOT will take full responsibility to fund that portion of the phase of work, in accordance with applicable federal and New Jersey State law. If state or other funding would not be available to complete a project, the project may be terminated or placed on hold until such time as funding is made available. In such cases, the NJDOT would need to comply with applicable federal and New Jersey state law, including, where applicable, providing a revised air quality conformity determination to the FHWA/FTA and reimbursing the FHWA/FTA for any federal funds expended on the project.

In Section II, Table 11 shows current and future fiscal year funding needed to complete multi-year federally funded highway projects. This table contains NJDOT-led construction projects, ranging from $13.6 million to $371.154 million in value. The federal multi-year construction level peaks in FY 2035 with $555.6 million of payments due. Table 12 shows current and future fiscal year funding needed to complete multi-year state funded highway projects. The individual project pages in the STIP contain specific information for these projects, including a detailed project description, project funding source and a total estimated project cost. Table 13 shows current and future fiscal year funding and the estimated total funding needed to complete federal equipment lease payments for transit projects.

l. Non-Federal Match – Toll Credit

Toll Credits were created in the Transportation Equity Act for the 21st Century (TEA-21) and are to be used as credits toward the non-federal matching share of programs authorized by Title 23 (except for the emergency relief program) and for transit programs authorized by Chapter 53 of Title 49.The amount of credit earned is based on revenues generated by the toll authority (i.e., toll receipts, concession sales, right-of-way leases or interest), including borrowed funds (i.e., bonds, loans) supported by this revenue stream, that are used by the toll authority to build, improve or maintain highways, bridges and/or tunnels that serve interstate commerce. The federal government has allowed state and local governments to use toll credits as part of the local matching funds regarding transit grants. This allowance results from the recognition that different modes of transportation are interconnected. For example, capital expenditures to reduce congestion in a particular corridor benefit all modes of transportation in that corridor, be it automobiles, transit buses, or a rail system. New Jersey estimates that it will begin federal FY 2026 with a balance of $6,401 million in available toll credits. Both the NJDOT and NJ TRANSIT use approximately $335 million in toll credits each year and earn $600 million in additional toll credits annually. By the end of federal FY 2029, an estimated balance of $7,461 million in toll credits is expected to be available.

Figure 9 illustrates toll credit availability for soft match for fiscal years 2026 through 2029.

Figure 9:

With the assumption that federal fund apportionments will remain as projected and a steady or increasing request for additional credits will continue, there is an expectation for the available balance of toll credits to accrue over the next 10 years. With new credits outpacing usage, New Jersey expects to have sufficient toll credits to continue to utilize the soft match of federal funds over the entire 10-year plan.

m. Maintaining the Transit System

FTA defines Transit Asset Management (TAM) as the strategic and systemic practice of procuring, operating, inspecting, maintaining, rehabilitating, and replacing transit capital assets to manage their performance, risks, and costs over their life cycles to provide safe, cost-effective, and reliable public transportation. TAM uses transit asset condition to guide how to manage capital assets and prioritize funding to improve or maintain a State of Good Repair.In 2018, the New Jersey Transit Corporation (NJ TRANSIT) developed its initial TAM Plan; with an update approved in the Fall of 2022. The 2026 TAM Plan update is currently in development. The update describes the NJ TRANSIT asset base and management strategy and provides the approach to enhance existing asset management practices within each service area: Commuter Rail, Light Rail, Bus, and Corporate.

The amounts in the NJ TRANSIT TAM Plan Table below reflect programmed funding for FY26-FY29 related to the TAM Plan only and do not include the total amount of programmed resources shown in the Financial Section of this document.

n. How to use this document

The individual descriptions, found in Sections III through VII, provide detailed information for each project or program in the 10-year plan. The top portion for each project/program lists the project/program name (route and section) and the location of the project/program. The Project ID reference number is assigned at project inception and remains with that project until its completion. These are the same reference numbers used by the MPOs in their TIPs. Specific information contained within the detailed project/program description includes county, municipality, MPO jurisdiction, mileposts (for state highway projects), structure number (for bridge projects), project sponsor, asset management category, air quality code used in the conformity determination process, and financial plan requirement. An explanation of the asset management categories and air quality codes can be found in the Glossary, located in Section XIII of this document. The anticipated funding schedule for each project/program is displayed in the columns at the bottom of each project page. The phases of work and types of funds are further defined in the Glossary. See Figure 10 on the following page.

Figure 10:

1. Project Name (Route and Section).  
2. Unique Project Code, assigned at inception.
3. Detailed project description.
4. County(ies) where project is located.
5. Municipality(ies) where project is located.
6. Mileposts, indicate project limits on State and County roadways.
7. Financial Plan Requirement, annual plan required for federally funded projects with a total cost between $100 and $500 million.
8. Air Quality Code, alphanumeric coding scheme developed for projects and programs which is applied by the MPOs as part of the conformity determination and exempt eligibility identification.  See Glossary for more details.
9. Asset Management Category, classification of the project according to the type of work to be done.  See Glossary for more details.
10. Legislative District, assigned based on project location.
11. Sponsor, organization sponsoring the project.
12. Structure Number, Unique number assigned to a bridge.
13. MPO, Metropolitan Planning Organization(s) which serve as the forum for cooperative transportation decision making for metropolitan planning areas as required by federal regulations.  There are three MPOs in New Jersey: DVRPC, NJTPA, and SJTPO.
14. Phase of Work, classification which indicates the stage of development of a project as it moves through the project delivery process.  See Glossary for more details.
15. Fund, funding categories, assigned depending on the type of work.  See glossary for more details.
16. Fiscal Year, planned spending (in millions) per fiscal year, phase, and fund source.