Alternative Technologies for Mitigating the Risk of Injuries and Deaths in Work Zones: Conduct of Research (2022) / Chapter Skim
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20 CHAPTER 3: Findings and Applications This chapter presents the results and analysis from each research step described in Chapter 2 along with discussions of the practical application of the findings. Specifically, the chapter describes the results of the literature review, documentation and evaluation of WZITs, online survey, and technology case studies.
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21 Table 3.1. WZITs WZIT Type/ Application Example Technologies Motorist Vehicle Systems 1.
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22 amongst technologies. Visual, sound, vibration, and electronic data are common types of outputs generated.
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23 within the construction equipment to alert operators of the equipment and workers on the roadway surrounding the construction equipment when an intrusion occurs. This type of technology is a relatively new class of work zone intrusion systems, and is termed "work zone construction equipment systems." This category includes: autonomous equipment, connected equipment, autonomous equipment with truck-mounted attenuators, mobile barriers, and automated flagger with intrusion alert device.
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24 congestion (Mobile Barriers, n.d.)
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25 3.1.2.4 Intrusion Detection and Alert Systems An older class of technologies that has been researched and developed, and is commercially available is intrusion detection and alert systems, or simply abbreviated as IAS. The IAS concept is based on installing and extracting the technologies primarily on TTC devices.
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26 facilitate two-way communication between sensors and the alarm unit (Awolusi and Marks, 2019)
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27 technology which is safe and easy to use. The warnings are sent out early on and provides mission-critical feedback to people in the area and any personnel that need to be notified (SmartCone, n.d.)
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28 frame refresh rate and the word "worker" were found to have a significant effect on a driver's initial speed and speed reduction (Rahman et al., 2017)
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29 browser through interaction with the visual data and is seen in hybrid interactive systems with BIM models, computer vision, and cloud computing concepts and methods (Chen and Xue, 2020)
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30 27. Robot-controlled automated flagger stations: Robot-controlled automated flagger stations are self-driven autonomous and robotic flagger systems that have the ability to direct and monitor traffic flow and provide real-time alerts to workers and motorists ensuring safety to the workers in the roadside construction work zone.
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31 • During intrusion: o Detect intrusion o Alert workers of intrusion o Alert drivers of intrusion • After intrusion: o Protect workers from intrusion o Protect drivers from intrusion 3.1.4 Technology Applications The available WZITs also vary in terms of when, where, and how the technology is applied. In some cases, a technology may be placed on the equipment used for the work operation, while other technologies may be located on the roadway surface.
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32 Table 3.2. Applications of WZITs Application Description Application Options Location of technology in work zone Advance Warning Area Transition Area Activity Area – Buffer Space Activity Area – Work Space Termination Area Placement of technology On construction equipment On roadway surface – lane On roadway surface – shoulder/median On roadway feature On person Aerial Other Timing of technology deployment Project Planning Project Design Construction - Planning Construction - Mobilization Construction – Performance of the Work Construction - Demobilization Type of work zone/ Duration of technology deployment Long-term (>3 days)
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33 Table 3.2. Applications of WZITs (continued)
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34 Table 3.3. TRLs used in TRA Phase TRL Description and Assessment Questions/Requirements Basic Research 1 Basic research: Initial scientific research has been conducted.
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35 Table 3.3. TRLs used in TRA (continued)
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36 Table 3.4. TRLs for identified WZITs WZIT Type/ Application Technology TRL Before Intrusion During Intrusion*
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37 WZIT Type/ Application Technology TRL Before Intrusion During Intrusion*
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38 3.1.6 Technology Adoption Adoption of a technology within an organization or on a project is a decision made by those with authority over the organization/project. When deciding whether to adopt a new technology, multiple factors are often considered.
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39 Table 3.5. Safety technology adoption factors for WZITs Factor Category Adoption Factor Technology-related Level of resistance to environmental impact (rain, heat, etc.)
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40 Table 3.6. Strategies for effective adoption and implementation of WZITs Strategy Category Strategy Standard and Regulatory-based Mandatory work zone safety technology policies and regulations Better enforcement of work zone traffic control policies after the WZITs have been implemented Availability of competent and proactive WZIT promotion teams and local authorities More WZIT adoption advocacy by the Federal Highway Authority Development of WZIT certification program Awareness-based Creation of public highway safety awareness through workshops, seminars, and conferences Publicity through media (e.g., print media, radio, television, and internet)
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41 measured in terms of whether the technology efficiently and accurately performs the intended functions and provides a positive return on investment. 3.2 Survey of Practice The research study included an industry-wide survey to collect information about the use of WZITs in current practice and the perspectives from industry personnel about the effectiveness of the WZITs and common strategies for their adoption and implementation.
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42 3.2.2 Survey Distribution The survey questions were uploaded to an online survey distribution tool (Qualtrics) for distribution.
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43 Table 3.7. Survey responses by type of respondent organization Organization All Responses Sufficiently Complete Responses Total # of States*
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44 were received from each region in the U.S. as identified by the Bureau of Labor Statistics: West (13)
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45 Figure 3.3. Distribution of responses by respondent title/position The responses came from individuals with many years of experience.
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46 DMS, and mobile barriers (88% of responders selected Yes)
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47 Table 3.8. Respondent familiarity with WZITs: DOT vs.
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48 Figure 3.5. Duration of WZIT use To determine the current rate of WZIT implementation, the survey questionnaire asked participants to indicate if their organizations have: used a WZIT in the past but discontinued its use; are currently using WZITs on their projects; currently not using WZIT but plan to use in the near future; or have no plans to use WZITs.
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49 Figure 3.6. State of WZIT use
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50 Table 3.9 provides a comparison between DOT and non-DOT responses with respect to the extent to which WZITs are used by the organization. While over 43% of DOT participants indicate that their organization is currently using or plans to use connected and AVs, 80% of non-DOT participants indicated that their organization does not plan to use this technology in a work zone.
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51 Table 3.9. State of WZIT use: DOT vs.
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52 3.2.7 Survey Results: WZIT Effectiveness One criterion considered when deciding whether to adopt and implement a technology of any type is the technology's effectiveness. In order to be of value, technologies must perform as they are intended, meet the needs of the technology owner/user, and provide a positive return on investment.
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53 Table 3.10. WZIT effectiveness (1 = not effective and 5 = extremely effective)
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54 Table 3.10. WZIT effectiveness (1 = not effective and 5 = extremely effective)
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55 worker (4.25) , and coverage distance (4.18)
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56 Table 3.11. Importance of factors to WZIT adoption (1 = not important and 5 = extremely important)
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57 3.2.9 Survey Results: WZIT Implementation Strategies Lastly, the survey questionnaire included a question to obtain the participant's view about strategies to enhance WZIT adoption. Organizations may pursue a variety of strategies to ensure successful adoption of a promising technology.
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58 Table 3.12. Importance of strategies to successful adoption and implementation of WZIT (where 1 = not important and 5 = extremely important)
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59 3.3 Case Studies As described in Section 2.3 above, the researchers conducted in-depth case studies of the application of promising WZITs in construction work zones. The goal of the case studies was to provide a closer and more holistic study of WZIT implementation within its real-life context.
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60 • Connected and autonomous vehicles • Automated equipment with TMA • Mobile barrier • Automated flagger with intrusion alert • UAS for signage • Intrusion alert system: o equipment-mounted sensor (e.g., AWARE) o cone/barrel-mounted sensor (e.g., SonoBlaster)
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61 Police enforcement of speeds • Section 16A.6 – Treatments with Unknown Crash Effects: o This section provides a list of treatments for which the impact of the treatment on crash rate is not known. o Section 16A.6.2 – Work Zone Design Elements: Lane closure design Lane closure/merge design o Section 16A.6.3 – Work Zone Traffic Control and Operational Elements: Signs and signals Delineation Rumble strips Speed limits and speed zones As can be seen from the description of the HSM content above, the HSM contains limited information about technologies used in work zones, especially those technologies that are designed for preventing and mitigating work zone intrusions.
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62 Table 3.14. States targeted for follow-up discussions State Technology(ies)
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63 3. How is use of the technology better/worse/different?
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64 The research team interviewed personnel in seven state DOTs and one contractor to gather critical information on the following six WZITs: 1.
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65 3.3.3.1: AFAD AFADs are remotely operated TTC equipment with high visibility signage that help to either control the access points of a work zone or direct and control the traffic flow (https://www.northamericatraffic.com/products/flagging-devices/rcf2-4-automated-flaggerassistance-device)
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66 throughout the state, where applicable. The flagger operator had to manually press a button to sound an alarm during a vehicle intrusion incident.
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67 of swing clearance. The barrier can be transported fully set up at freeway speed from site-to-site.
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68 Crash testing of the MBT-1® conducted by the manufacturer showed the mobile barrier moving only inches away from its position when struck by an oncoming vehicle during the test. The ODOT employees felt that this result was a good sign of faith in the technology.
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69 its large size, the barrier utilizes the full work zone lane and protrudes into the adjacent lane during the work zone operations. ODOT has experienced cases in which passing vehicles side swiped the mobile barrier when it is present on a roadway with narrow lanes.
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70 Caltrans employees interviewed suggest the best application for ATMA use is paint striping. The CDOT also uses an ATMA to prevent rear-end crashes during paint striping operations.
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71 and development stage. The base purchase cost of the ATMA was projected to be approximately around $330,000, which increased to $410,000 with the upgrades.
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72 • QWS alert vehicle drivers to an impending traffic queue by transmitting electronic messages to PCMSs and providing warnings to vehicle drivers at the upstream location of the construction zone. Another feature is that it alerts vehicle drivers to slow down owing to traffic ahead, or to take a detour to save time before reaching the starting location of the traffic queue.
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73 validated through field observations, available data, and travel time data. The QWS fared well in all aspects and functioned as expected.
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74 The primary function of an intrusion alert system is to alert workers of an intruding vehicle that occurs before, during, or after the intrusion across the work zone boundary. The technologies have audio alert, visual alert and vibrational alert features, and are used as a standalone device or in combination with other devices to warn the workers of an intrusion.
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75 77 dB. To be effective, the alarm must emit a sound that is louder, and distinctive from, the surrounding noise.
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76 person's arm or leg. The lights are battery powered, can emit one or multiple different colors (e.g., white, red, amber)
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77 The Halo Light™ can be set to different illumination modes that distribute the light in different patterns. The modes are as follows (Purdue ECT Team, 2015)
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78 susceptible to wear and tear at a faster rate than specified. When the workers were soaked and saturated by heavy rainfall, the Halo Light™ was not able to withstand the wet weather and gave way to moisture or water.
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79 and variable messaging information that is not real-time and does not reflect actual work zone conditions. • The ability to easily transport and move the technology into position is also a concern.
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80 describe the ability of a technology to perform operations normally performed by a human, from initial data gathering through analysis of the data, identification of a risk, determination of alternatives to mitigate the risk, selection of an alternative, and finally implementation of the selected alternative. A technology with a higher level of automation can perform more tasks and decisions.
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81 3.4.1 Synthesis of Database The first step towards developing the DSS involved creating a database that summarizes and synthesizes information that influences the decision to use a technology. Information on the utility of the 15 WZITs evaluated in this study was extracted from multiple sources.
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82 Figure 3.8. Screenshot of WZIT DSS
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83 Figure 3.9. DSS showing dynamic changes in response to user input
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84 3.5 WZIT Guide The results and insights from this study's literature review, survey, and case studies were implemented into a guide for practical use by DOTs and roadway contractors. The guide is available from NCHRP in a separate, standalone document.
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85 g. Effectiveness The products and assessment survey were sent to the three SMEs who reviewed previous research documents.
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86 • Guide: o Need to also acknowledge that work zone crashes can also result from human error (traveling public and workers)
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87 design standard that can be added as a choice for this tool? That's probably out of scope here, but something to consider.
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