Chapter 6 Conclusions and Suggested Research

Conclusions

This study highlights the potential effects of CAV technologies on work zones, with their full implications still to be fully understood. The ongoing research and findings suggest that the increased integration and utilization of CAVs and associated technologies within work zones could enhance overall safety. By conducting a comprehensive literature review, engaging stakeholders, and conducting proof-of-concept deployments, this study identified technical requirements, anticipated impacts of CAVs, best practices, and documented existing and planned approaches for integrating CAVs into work zone settings.

Anticipated Best Practice Summary

In addition to the best practices associated with the proof-of-concept case studies, the following best practices were identified though the literature review, technology assessments, and stakeholder outreach.

Anticipated CAV Best Practices

The use of CAV technology in Smart Work Zones can present several challenges, but there are some best practices that can help to ensure their safe and effective deployment. Here are some of the key implementation considerations:

1. Communication and coordination: It is important to establish clear communication and coordination between CAV technology providers, IOOs, state and local DOTs, work zone inspectors, contractors, and other stakeholders to ensure safe and efficient operation.
2. Infrastructure: Work zones must have the necessary infrastructure to support CAV operations, including CAVs themselves, communication systems, and data management systems.
3. Safety protocols: Work zones must have robust safety protocols in place to ensure the safe operation of CAVs, including measures to address potential hazards and emergency situations. A thorough risk assessment should be conducted to identify all potential hazards, and mitigation strategies must be developed for each identified hazard.
4. Training and education: Workers and other stakeholders must be properly trained and educated about the safe operation of CAV technology in work zones.
5. Data management: Work zones must have robust data management systems in place to ensure that CAV data are collected, stored, and analyzed in a secure and efficient manner. Proper data governance processes must be put in place and enforced to assure that data provided by various work zone data sources are accurate, timely, and validated. To support the goals of ubiquitous data dissemination, IOOs and DOTs should institutionalize CAV data management processes across all sources of work zone data to ensure that accurate and reliable information can be made available to disseminators.
6. Data standardization: Work zones must have systems in place for validating the accuracy of data captured. The FHWA has initiated a standardized data system through its efforts to promote the WZDx. The WZDx provides a data framework and standards for DOTs to make data available to potential consumers such as third-party navigation application

6. providers or data consolidators that collect and provide data to third parties based on their desired formats. Standardization across IOOs and DOTs will increase the likelihood of CAV data being used by data dissemination technologies.
7. Evaluation, research, and improvement: Stakeholders (state DOTs, OEMs, contractors, etc.) must regularly evaluate their CAV operations and make improvements as necessary to ensure that they are safe, efficient, and effective. More research is required to evaluate CAV technology in work zones.
8. Compliance with regulations: Work zones must comply with all relevant regulations and standards related to the deployment of CAV technology in work zones, including safety, data protection, and privacy regulations.
9. Integration with other technologies: Integrating CAV technology with other advanced transportation technologies, such as ITS and advanced traveler information systems, is critical to enhance safety and efficiency in work zones.

Anticipated Crowdsourced Data Best Practices

Crowdsourced data can provide valuable insights into the behavior and needs of drivers, which can help DOTs make informed decisions and improve the safety and efficiency of work zones. Here are some best practices for using crowdsourced data in work zones:

1. Data validation: It is important to validate the accuracy and reliability of crowdsourced data to ensure that it can be used effectively. Data may require validation before being reliably utilized or disseminated. A means to verify accuracy and reliability of crowdsourced reports must be established.
2. Privacy protection: Crowdsourced data may contain sensitive information about individuals and organizations, so it is important to ensure that data vendors protect personally identifying information. The collected data should be anonymized and only used for the purpose of improving work zones.
3. Data management: Work zones must have robust data management systems in place to store, analyze, and validate crowdsourced data, and to ensure that those data are accessible and usable.
4. Data standardization: Work zones must have systems in place for providing data that conform to work zone data standards. The FHWA has initiated a standardized data system through its efforts to promote the WZDx. The WZDx provides a means for DOTs to make data available to third party navigation application providers in a standardized format. Data standardization across IOOs and DOTs will increase the likelihood of being used by data dissemination technologies.
5. Data analysis: Work zones must have the necessary tools and expertise to analyze crowdsourced data and turn them into useful insights and information.
6. Performance management: Agencies should develop measures for tracking and analyzing performance in work zones and processes to identify and implement improvements.

7. Engagement with stakeholders: Work zone strategies must engage stakeholders, including workers and the public, to ensure that all interested parties understand the importance of crowdsourced data and are willing to contribute.
8. Training and education: Stakeholders must be properly trained and educated about the use of crowdsourced data in work zones.
9. Collaboration: Work zone activities should be done in collaboration with other organizations and experts to maximize the value of crowdsourced data and to ensure that it is used effectively.
10. Compliance with regulations: Work zones must comply with all relevant regulations and standards related to the use of crowdsourced data, including data protection and privacy regulations.
11. Integration with work zone management systems and other technologies: The insights gained from the analysis of crowdsourced data should be integrated into work zone management systems and other technologies, not only to improve decision-making and optimize resource allocation, but also to increase safety and mobility.

Anticipated Best Practices for Contracting for Deploying Smart Work Zone Technologies Best Practices

On-call Contracts

On-call contracts provide a flexible and efficient way for DOTs to respond to maintenance needs in work zones. This a priori mechanism can allow variability in the approach and increase flexibility with the scope of work. The Illinois DOT has used Highway Safety Improvement Program (HSIP) funding, from which each district can draw to establish a partnership with a traffic control company or provider to deploy Smart Work Zone systems (mainly queue detection systems) for short duration projects. Typically, an opportunity is advertised to all districts, and they are eligible to apply for HSIP funds to establish the program at a district level. The Illinois DOT believes that district traffic operation center and construction personnel are much more attuned with their district’s needs and can better allocate resources as they see fit.

Structuring Contracts

Some of the best practices for structuring contracts for managing Smart Work Zone systems are as follows:

1. Ensure that there are line items for the different components within a system to allow for changes in the field to meet the needs of the project.
2. Currently, specifications from some state DOTs list the different line items (sensors, cameras, etc.) but leave much of the design and final determination of numbers to the construction engineer and the traffic control provider. The Illinois DOT gives flexibility to those whom they consider to be the experts in the field (the traffic control/Smart Work Zone providers) to give input on location, spacing, and type of devices to be in the field.

3. Appendix B. NCDOT Connected Lane Closure Devices and Dynamic Zipper Merge System shows the technical specifications as well as the operational requirements for deploying the previously discussed Smart Work Zone technologies.

Dissemination of Research Results

The intended audience for this research encompasses a wide spectrum, ranging from state and local policymakers, to academia, as well as private sector consultants and researchers. A crucial implementation strategy, particularly geared towards state and local DOTs, will be forged through collaboration with American Association of State Highway and Transportation Officials (AASHTO).

To facilitate this endeavor, educational materials and the final report should be readily accessible to state and local transportation agencies, as well as other interested parties. These resources will prove invaluable not only to consultants, technology developers, and researchers examining the intricacies of CAV implementation, but also for modification as needed to brief senior management on the requisites and potential benefits associated with CAV integrations.

Dissemination of project outcomes to state and local agencies will be achieved through partnerships with collaborating organizations and national associations. Stakeholder representatives from national organizations like AASHTO and the American Road and Transportation Builders Association (ARTBA) will play pivotal roles in distributing key research findings. Such groups can proliferate results to members nationwide and facilitate webinars to broadcast project outcomes. Furthermore, coordinated efforts between state and local agencies and national organizations may culminate in the establishment of forums for routine meetings, enabling transportation agencies to exchange experiences and insights.

Moreover, the outputs of this project are anticipated to be disseminated through academic papers presented at Transportation Research Board (TRB) annual meetings, encompassing sessions and committee meetings, and various national and international conferences, including those hosted by primary stakeholders. Events earmarked for outreach include the Automated Road Transportation Symposium, the AASHTO Annual Meeting, the Public Works Expo, and the ARTBA National Convention, alongside regional gatherings.

Issues Affecting Potential Implementation

Various potential obstacles may impede the successful implementation of the project, including inadequate or insufficient data to support benefit-cost analyses, level of understanding among practitioners regarding the proposed benefit-cost framework, and resistance from organizational, political, or societal stakeholders to adopt the proposed framework. To address these barriers, the research team developed a risk register that encompasses the primary risks, along with corresponding management actions for each risk. Within this section, risks are categorized and rated based on three dimensions: the likelihood of occurrence, the potential impact on project cost, schedule, or scope, and the feasibility of mitigation. These ratings adhere to the standards outlined in Table 12 (Note: Risks have been assessed using the Intelligent Transportation Systems Joint Program Office standard, available at https://www.its.dot.gov/project_mang/index.htm). The noted risks and associated mitigation suggestions were informed by findings from the National Academies of Sciences, Engineering, and Medicine (2023) report Preparing Transportation Agencies for Connected and Automated Vehicles in Work Zones which addressed complementary

research questions. Table 13 provides an overview of the key challenges anticipated during the implementation of the benefit-cost analyses framework, along with experience-based strategies to mitigate potential risks. Risks are classified using a taxonomy that encompasses institutional, personnel, and technical factors. Additionally, Table 13 outlines the identified risks, their respective ratings, probabilities, and planned mitigation approaches.

Table 13. Risk Rating and Probability Definitions

Table 14. Risk Matrix

Suggested Research

One of the primary objectives of this project was to pinpoint areas warranting further research. The research concepts outlined in this document stem from a thorough examination of existing literature, input gathered from state agencies via surveys, feedback obtained during workshops, and insights gleaned from proof-of-concept initiatives. Collaborative efforts with diverse stakeholders, including AASHTO, FHWA, NHTSA, and TRB, are envisaged to bridge the research gaps identified during this undertaking.

To prioritize the main subjects, an evaluation was undertaken, with a notable focus on themes directly linked to technological applications. Each of these themes underwent scrutiny to ensure comprehensive coverage, supplemented by existing guidelines and ongoing research endeavors. The identified gaps were categorized into three domains:

• [R] Research: Encompasses studies assessing technologies, field test evaluations, method development, and other scientific inquiries aimed at optimizing the benefits of CAVs in work zones.
• [G] Guidance Development: Involves leveraging research outcomes to formulate instructional materials such as how-to guides, best practice documents, informative resources, or prototype tools, with additional targeted research to complement existing findings.
• [A/O] Awareness and Outreach: Aims at disseminating information to practitioners regarding available guidance, best practices, and new resources through platforms like webinars, conference presentations, and other outreach initiatives.

It is important to note that the research gap analysis captures a snapshot of the current landscape and was conducted by assessing the prevailing state-of-the-art and ongoing activities across the United States up to the present day.

Table 15 shows a list of example research needs based on what we know at the time of the writing of this report. Actual research needs and problem statements will be developed after the POC activities are completed and we gather information about how the selected technologies performed in the field. For the provided problem statements, the duration figures are estimates based on expectations of scope, provided simply for reference when considering possible scale of effort.

Table 15. Research Needs