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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2022. Use of Smart Work Zone Technologies for Improving Work Zone Safety. Washington, DC: The National Academies Press. doi: 10.17226/26637.
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Use of Smart Work Zone Technologies for Improving Work Zone Safety A Synthesis of Highway Practice Henry Brown Praveen Edara University of Missouri Columbia, MO 2022 Research sponsored by the American Association of State Highway and Transportation Officials in cooperation with the Federal Highway Administration Subscriber Categories Construction • Highways • Operations and Traffic Management N A T I O N A L C O O P E R A T I V E H I G H W A Y R E S E A R C H P R O G R A M NCHRP SYNTHESIS 587

Published reports of the NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM are available from Transportation Research Board Business Office 500 Fifth Street, NW Washington, DC 20001 and can be ordered through the Internet by going to https://www.mytrb.org/MyTRB/Store/default.aspx Printed in the United States of America NCHRP SYNTHESIS 587 Project 20-05, Topic 52-11 ISSN 0547-5570 ISBN 978-0-309-68694-5 Library of Congress Control Number 2022936831 © 2022 by the National Academy of Sciences. National Academies of Sciences, Engineering, and Medicine and the graphical logo are trade- marks of the National Academy of Sciences. All rights reserved. COPYRIGHT INFORMATION Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously published or copyrighted material used herein. Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB, AASHTO, FAA, FHWA, FTA, GHSA, NHTSA, or TDC endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. Cover photo: Top left, Changeable message sign with travel time information for Route 1 Chelsea Curves project near Boston, Massachusetts (Boudreau 2021a); top right, Variable advisory speed limit sign deployed in Missouri (Edara et al. 2013); bottom left, User interface for autonomous truck-mounted attenuator deployed by the Colorado DOT (courtesy the Colorado DOT); bottom right, Changeable message sign with queue warning message on I-94 near Rogers, Minnesota (courtesy the Minnesota DOT). NOTICE The report was reviewed by the technical panel and accepted for publication according to procedures established and overseen by the Transportation Research Board and approved by the National Academies of Sciences, Engineering, and Medicine. The opinions and conclusions expressed or implied in this report are those of the researchers who performed the research and are not necessarily those of the Transportation Research Board; the National Academies of Sciences, Engineering, and Medicine; the FHWA; or the program sponsors. The Transportation Research Board does not develop, issue, or publish standards or speci- fications. The Transportation Research Board manages applied research projects which provide the scientific foundation that may be used by Transportation Research Board sponsors, industry associations, or other organizations as the basis for revised practices, procedures, or specifications. The Transportation Research Board; the National Academies of Sciences, Engineering, and Medicine; and the sponsors of the National Cooperative Highway Research Program do not endorse products or manufacturers. Trade or manufacturers’ names or logos appear herein solely because they are considered essential to the object of the report. NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM Systematic, well-designed, and implementable research is the most effective way to solve many problems facing state departments of transportation (DOTs) administrators and engineers. Often, highway problems are of local or regional interest and can best be studied by state DOTs individually or in cooperation with their state universi- ties and others. However, the accelerating growth of highway trans- portation results in increasingly complex problems of wide interest to highway authorities. These problems are best studied through a coor- dinated program of cooperative research. Recognizing this need, the leadership of the American Association of State Highway and Transportation Officials (AASHTO) in 1962 ini- tiated an objective national highway research program using modern scientific techniques—the National Cooperative Highway Research Program (NCHRP). NCHRP is supported on a continuing basis by funds from participating member states of AASHTO and receives the full cooperation and support of the Federal Highway Administration (FHWA), United States Department of Transportation, under Agree- ment No. 693JJ31950003. The Transportation Research Board (TRB) of the National Academies of Sciences, Engineering, and Medicine was requested by AASHTO to administer the research program because of TRB’s recognized objectivity and understanding of modern research practices. TRB is uniquely suited for this purpose for many reasons: TRB maintains an extensive com- mittee structure from which authorities on any highway transportation subject may be drawn; TRB possesses avenues of communications and cooperation with federal, state, and local governmental agencies, univer- sities, and industry; TRB’s relationship to the National Academies is an insurance of objectivity; and TRB maintains a full-time staff of special- ists in highway transportation matters to bring the findings of research directly to those in a position to use them. The program is developed on the basis of research needs iden- tified by chief administrators and other staff of the highway and transportation departments, by committees of AASHTO, and by the FHWA. Topics of the highest merit are selected by the AASHTO Special Committee on Research and Innovation (R&I), and each year R&I’s recommendations are proposed to the AASHTO Board of Direc- tors and the National Academies. Research projects to address these topics are defined by NCHRP, and qualified research agencies are selected from submitted proposals. Administration and surveillance of research contracts are the responsibilities of the National Academies and TRB. The needs for highway research are many, and NCHRP can make significant contributions to solving highway transportation problems of mutual concern to many responsible groups. The program, however, is intended to complement, rather than to substitute for or duplicate, other highway research programs.

The National Academy of Sciences was established in 1863 by an Act of Congress, signed by President Lincoln, as a private, non- governmental institution to advise the nation on issues related to science and technology. Members are elected by their peers for outstanding contributions to research. Dr. Marcia McNutt is president. The National Academy of Engineering was established in 1964 under the charter of the National Academy of Sciences to bring the practices of engineering to advising the nation. Members are elected by their peers for extraordinary contributions to engineering. Dr. John L. Anderson is president. The National Academy of Medicine (formerly the Institute of Medicine) was established in 1970 under the charter of the National Academy of Sciences to advise the nation on medical and health issues. Members are elected by their peers for distinguished contributions to medicine and health. Dr. Victor J. Dzau is president. The three Academies work together as the National Academies of Sciences, Engineering, and Medicine to provide independent, objective analysis and advice to the nation and conduct other activities to solve complex problems and inform public policy decisions. The National Academies also encourage education and research, recognize outstanding contributions to knowledge, and increase public understanding in matters of science, engineering, and medicine. Learn more about the National Academies of Sciences, Engineering, and Medicine at www.nationalacademies.org. The Transportation Research Board is one of seven major programs of the National Academies of Sciences, Engineering, and Medicine. The mission of the Transportation Research Board is to provide leadership in transportation improvements and innovation through trusted, timely, impartial, and evidence-based information exchange, research, and advice regarding all modes of transportation. The Board’s varied activities annually engage about 8,000 engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individuals interested in the development of transportation. Learn more about the Transportation Research Board at www.TRB.org.

CRP STAFF FOR NCHRP SYNTHESIS 587 Christopher J. Hedges, Director, Cooperative Research Programs Lori L. Sundstrom, Deputy Director, Cooperative Research Programs Waseem Dekelbab, Associate Program Manager, National Cooperative Highway Research Program Jo Allen Gause, Senior Program Officer Deborah Irvin, Program Coordinator Natalie Barnes, Director of Publications Heather DiAngelis, Associate Director of Publications NCHRP PROJECT 20-05 PANEL Joyce N. Taylor, Maine Department of Transportation, Augusta, ME (Chair) Socorro “Coco” A. Briseno, California Department of Transportation (retired), Sacramento, CA Anita K. Bush, Nevada Department of Transportation, Carson City, NV Joseph D. Crabtree, Kentucky Transportation Center, Lexington, KY Mostafa Jamshidi, Nebraska Department of Transportation, Lincoln, NE Cynthia L. Jones, Ohio Department of Transportation, Columbus, OH Jessie X. Jones, Arkansas DOT, Little Rock, AR Brenda Moore, North Carolina Department of Transportation, Raleigh, NC Ben T. Orsbon, South Dakota Department of Transportation, Pierre, SD Randall R. Park, Avenue Consultants, Taylorsville, UT Brian Worrel, Iowa Department of Transportation, Ames, IA Jack D. Jernigan, FHWA Liaison Jim T. McDonnell, AASHTO Liaison Stephen F. Maher, TRB Liaison TOPIC 52-11 PANEL Rajaram Bhagavathula, Virginia Polytechnic Institute and State University (Virginia Tech), Blacksburg, VA Michelle Boucher, IBI Group, Boston, MA Theresa M. Drum, California Department of Transportation, McClellan, CA Daniel E. Sprengeler, Iowa Department of Transportation, Ames, IA Joyce N. Taylor, Maine Department of Transportation, Augusta, ME Kenneth Thornewell, North Carolina Department of Transportation, Garner, NC Hua Xiang, Maryland Department of Transportation, Hanover, MD Jawad N. Paracha, FHWA Liaison James W. Bryant, Jr., TRB Liaison C O O P E R A T I V E R E S E A R C H P R O G R A M S

ABOUT THE NCHRP SYNTHESIS PROGRAM Highway administrators, engineers, and researchers often face problems for which information already exists, either in documented form or as undocumented experience and practice. This infor- mation may be fragmented, scattered, and unevaluated. As a consequence, full knowledge of what has been learned about a problem may not be brought to bear on its solution. Costly research findings may go unused, valuable experience may be overlooked, and due consideration may not be given to recommended practices for solving or alleviating the problem. There is information on nearly every subject of concern to highway administrators and engineers. Much of it derives from research or from the work of practitioners faced with problems in their day- to-day work. To provide a systematic means for assembling and evalu ating such useful information and to make it available to the entire highway community, the American Association of State High- way and Transportation Officials—through the mechanism of the National Cooperative Highway Research Program—authorized the Transportation Research Board to undertake a continuing study. This study, NCHRP Project 20-05, “Synthesis of Information Related to Highway Practices,” searches out and synthesizes useful knowledge from all available sources and prepares concise, documented reports on specific topics. Reports from this endeavor constitute an NCHRP report series, Synthesis of Highway Practice. This synthesis series reports on current knowledge and practice, in a compact format, without the detailed directions usually found in handbooks or design manuals. Each report in the series provides a compendium of the best knowledge available on those measures found to be the most successful in resolving specific problems. FOREWORD By Jo Allen Gause Staff Officer Transportation Research Board The objectives of this synthesis were to review and document current practices of departments of transportation (DOTs) regarding the use of smart work zone technologies to improve safety for motorists, construction and maintenance workers, and other users of the transportation system. The synthesis looked at dynamic warning systems, variable speed limit systems, integration of smart technologies with crowdsourcing systems, performance measures to evaluate the effectiveness of smart work zone technologies, and implementation challenges. Information for this study was gathered through a literature review, a survey of state DOTs, and follow-up interviews with selected agencies. Seven case examples provide additional information on the use of smart work zone technologies. Henry Brown and Praveen Edara, University of Missouri, collected and synthesized the infor- mation and wrote the report. The members of the topic panel are acknowledged on page iv. This synthesis is an immediately useful document that records practices that were acceptable within the limitations of the knowledge available at the time of its preparation. As progress in research and practice continues, new knowledge will be added to that now at hand.

1 Summary 5 Chapter 1 Introduction 5 Background 5 Objectives and Scope 6 Definitions 6 Types of Smart Work Zone Technologies 7 Components of Smart Work Zone Technologies 14 Synthesis Methodology 14 Synthesis Organization 16 Chapter 2 Literature Review 16 General Guidance, Research Studies, and Implementation Tools for Smart Work Zone Technologies 22 Evaluation Studies, Guidance, and Standards for Specific Smart Work Zone Technologies 38 Performance Measures for Smart Work Zone Technologies 41 Summary of Literature Review Findings and Resources for Smart Work Zone Technologies 44 Chapter 3 Survey Results 44 DOT Use of Smart Work Zone Technologies 51 Performance of Smart Work Zone Technologies 56 Components for Smart Work Zone Technologies 58 DOT Implementation Considerations for Smart Work Zone Technologies 61 Other Survey Feedback from DOTs 62 Summary of Key Survey Findings 64 Chapter 4 Case Examples 64 Arizona DOT 68 Colorado DOT 76 Florida DOT 79 Iowa DOT 88 Massachusetts DOT 92 Minnesota DOT 97 Oregon DOT 101 Summary of Case Examples 103 Chapter 5 Summary of Findings 103 Synthesis Objectives, Scope, and Methodology 103 Summary of Key Findings by Topic 106 Suggestions for Future Research C O N T E N T S

107 References 118 List of Abbreviations A-1 Appendix A Survey Questionnaire B-1 Appendix B List of Responding DOTs C-1 Appendix C Individual Survey Responses from DOTs D-1 Appendix D Suitability of Smart Work Zone Technologies Based on Project Characteristics E-1 Appendix E Summary of Existing Literature, Guidance, and Standards for Smart Work Zone Technologies F-1 Appendix F Examples of FHWA and DOT Tools for Assessing Smart Work Zone Technologies During the Planning Phase G-1 Appendix G Survey Results for DOT Use of Smart Work Zone Technologies by Climate Region H-1 Appendix H Survey Results for DOT Performance Ratings of Smart Work Zone Technologies by Climate Region I-1 Appendix I Summary of Synthesis Findings by Smart Work Zone Technology Note: Photographs, figures, and tables in this report may have been converted from color to grayscale for printing. The electronic version of the report (posted on the web at www.nap.edu) retains the color versions.

1   Departments of transportation (DOTs) from the 50 states and the District of Columbia consider multiple strategies to mitigate the operational and safety impacts of work zones, which are often exacerbated by the growth in both traffic demand and work zone activity. One such strategy to mitigate these impacts involves smart work zone technologies, which use specialized components, such as sensors, communications, software, and electronic equipment, to manage traffic and operations and disseminate traveler information with the ultimate goal of improving safety for motorists, workers, and other users of the transporta- tion system. The objectives of this synthesis were to review and document state DOT practices regarding the use of smart work zone technologies to improve safety for motorists, construction and maintenance workers, and other users of the transportation system. The synthesis scope encompasses various types of smart work zone technologies [e.g., queue warning, traveler information, dynamic lane merge, work zone intrusion alarms, truck entering systems, dynamic (variable) speed limits, work zone location technologies, and work zone data collec- tion technologies], integration of smart technologies with crowdsourcing systems, perfor- mance measures to evaluate the effectiveness of smart work zone technologies, measures of return on investment, and implementation challenges such as data transmission issues. Attainment of the synthesis objectives involved the following three major tasks: a literature review, a survey of state DOTs, and the development of case examples through follow-up interviews. Various literature sources such as guides, research reports, journal articles, and state DOT policies, standards, and specifications were reviewed and compiled. In addition, an online survey questionnaire was distributed to all 50 state DOTs and the District DOT. Survey responses were received from all 51 DOTs for a response rate of 100%. After completion of the survey, follow-up interviews to develop case examples were conducted with the following DOTs: Arizona, Colorado, Florida, Iowa, Massachusetts, Minnesota, and Oregon. A key finding of the synthesis is that the level of deployment of smart work zone tech- nologies varies between state DOTs, and, in some cases, between different regions of a given DOT. Smart work zone technologies are typically considered for implementation based on the anticipated traffic conditions for the work zone, and the scale of deployment often varies based on the level of forecasted impacts. In selecting smart work zone technologies, state DOTs most frequently consider traffic volumes, type of work, duration and length of the work zone, and existing traffic or safety issues. Scoring sheets and decision trees are sometimes used to guide the decision-making process. Regarding specific types of smart work zone technologies, traveler information systems are the most frequently used smart work zone technologies, with implementation by 78% of state DOTs. Traveler information is most often conveyed by changeable message signs (CMSs). S U M M A R Y Use of Smart Work Zone Technologies for Improving Work Zone Safety

2 Use of Smart Work Zone Technologies for Improving Work Zone Safety Most DOTs are also deploying queue warning systems (QWSs). Systems used less frequently include notification of construction equipment entering or exiting and work zone intrusion alarms. Multiple technologies are sometimes deployed on the same project. For example, traveler information systems, dynamic lane merge, and QWSs are often used together as mes- sage boards can convey information for all three systems based on traffic conditions and message board location. Analysis of the types of smart work zone technologies used by DOTs shows that there are some tendencies regarding geographic distribution by climate region of the United States. For example, the use of QWSs and work zone data collection technologies is more prevalent in the Midwestern, North Central, and South Central state DOTs. State DOTs use various strategies and tools to support the implementation of smart work zone technologies. Most DOTs have created contract special provisions for smart work zone technologies. Other developed resources include design standards, specifications, operating procedures, guidance documents, layout drawings, and spreadsheet tools. DOTs also find that strong partnerships with local agencies, consultants, and vendors provide valuable support for implementation. Procurement strategies include the maintenance of a DOT vendor list and the use of single or multiple vendors, specific pay items, and force accounts with one pay item. Funding constraints and staffing shortages are the most reported obstacle to state DOT efforts to implement smart work zone technologies. Other implementation challenges cited by DOTs include the need for developing a standard approach and advanced planning; finding funding sources; building contractor and in-house expertise; ensuring proper device placement, monitoring, and maintenance; assessing detector reliability; facilitating com- munication between system components; making equipment simple to use (e.g., plug and play); and acquiring additional knowledge regarding the performance of new technologies. However, DOTs have generally not experienced issues with cellular connectivity, possibly because smart work zone technologies are often implemented in populated areas with suf- ficient cellular coverage. Another aspect of implementation of smart work zone technologies involves collecting, using, and storing data. The survey results indicate that the use of work zone data collection technologies appears to be growing, with over one-third of DOTs planning to implement them in the future. However, only 31% of state DOTs automatically collect data for work zone performance measures and store the data in a central location. Approximately two-thirds of state DOTs use crowdsourcing data to collect information for smart work zone technologies, and several DOTs have data sharing agreements with crowdsourcing data providers such as Waze. Probe data are sometimes used in locations where sensors are not available. To address data compatibility concerns, DOTs are developing methods and tools to integrate smart work zone data from multiple vendors and government agencies. In addition, several DOTs either provide or are working toward generating feeds for the Work Zone Data Exchange (WZDx), which allows infrastructure owners and operators to provide work zone activity data (WZAD) for third parties to improve safety. The performance of smart work zone technologies was assessed through both the literature review and survey. In the survey, only 12% of state DOTs indicated that they have completed evaluation or economic studies for smart work zone technologies. Because of the short- term nature of most work zones, DOTs often face challenges in assessing safety perfor- mance and demonstrating the benefits of smart work zone technologies. Generally, research studies have shown that smart work zone technologies improve safety based on surrogate measures such as reduced speeds and deceleration rates and increased time-to-collision and merging distances. Correlations between smart work zone technologies and crash reductions are found to a lesser extent in existing literature, with QWSs shown to reduce

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To make work zones safer, state departments of transportation (DOTs) use smart technologies with specialized components, such as sensors, communications, software, and electronic equipment, to manage traffic and operations and disseminate traveler information.

The TRB National Cooperative Highway Research Program's NCHRP Synthesis 587: Use of Smart Work Zone Technologies for Improving Work Zone Safety reviews and documents state DOT practices and implementation challenges regarding the use of smart work zone technologies designed to improve safety for motorists, construction and maintenance workers, and other users of the transportation system.

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