ATSSA Innovation Update

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The American Traffic Safety Services Association (ATSSA) Midyear meetings were held this year in Chicago, August 24th through the 26th. The Innovation Council meeting was especially interesting. Council Chairman Scott Covington along with several council members continue to work to make our voice heard in the automated & autonomous vehicle world (see August 1st post).

This year’s meeting included two great presentations. The first was by Lee Cole of Oldcastle Materials. Oldcastle is a large road building contractor with operations throughout North America. They suffered a series of work zone crashes that injured and even killed their workers and Mr. Cole was charged with finding a way to mitigate work zone intrusions.

The result is a system they call AWARE: Advance Warning & Risk Evasion. It was developed by the military to reduce casualties from roadside bombs and shoulder fired rockets. But the same tracking software was adapted to track vehicles approaching the work zone and through several complicated algorithms, determine if those vehicles would pass by safely, or if they might travel into the work area.

They are testing the system with eight paving crews this summer and hope to expand the program soon.  The system appears to be very cost-effective. And it is designed to avoid false alarms while  still giving workers time to get out of the way when intrusions do occur.

 

The second presentation was made by Jon Kruger, District Construction Director for Indiana DOT. Mr. Kruger began by saying his focus is on building roads. He didn’t know anything about work zone ITS systems a couple of years ago. But when they began work on several miles of I-94 near Chicago, he was asked to look at ways to mitigate impacts to traffic. They chose a queue warning system and it has worked out very well.

He now requires these systems on most of his paving projects. He said they do so 70% for safety and 30% for the data they generate. He said queue lengths are very unpredictable. He saw a big discrepancy between predicted queue lengths and actual. Volumes varied widely and alternate routes played a big role in that by drawing traffic away from the affected areas. They have even adjusted work windows when their real time data shows it is justified.

Neil Boudreau, the state traffic engineer for Massachusetts DOT agreed with Jon saying that they use the data they collect on each project to build a database. Eventually they will learn what happens when a certain type of project is performed on a particular route, or in a particular area. They then hope to have a more precise idea of when lane closures should be allowed and when they should not.

 

If you are involved in traffic engineering or with autonomous and automated vehicles, consider becoming involved with the ATSSA Innovation Council. They have become the point at which those two worlds interact with our work zone communityto make our roads safer.

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