Marty Weed, who recently retired from WsDOT, is a good friend and still very much involved in work zone ITS. He ran across a talk on LinkedIn comparing medical wearable technology with autonomous vehicle technology. In the video Randy Hamlin, a VP and engineer at Phillips, said that both technologies are further ahead than policy or behavior. The technology won’t slow down adoption. Instead it will be policies or behaviors. I believe we can add Work Zone ITS to this comparison as well.
You can view his presentation HERE.
Mr. Hamlin stated that both industries have the opportunity to meet a very large and growing need. For medical wearable’s it is the opportunity to reduce chronic disease. For the autonomous vehicle industry it is the opportunity to reduce the chronic roadway fatalities of 30,000+ per year. But before either industry can make an impact, each must first achieve three key factors:
Under access he said that for a technology to achieve widespread adoption it must be accessible. One easy way to make that happen today is to take advantage of the personal cell phone market. These devices have become very powerful, very inexpensive, and everyone owns one. So instead of expensive, stand alone systems, create hardware that interfaces with your phone using an app. This is already taking place in all three industries.
His second factor, integration, revolves around data. Medical wearable’s generate a great deal of data. So do autonomous vehicles. And so do work zone ITS systems. The data quickly overwhelms the practitioners. They quickly begin to ignore it and go back to doing what they did before. Because they just don’t know where to start in making use of that data. As he pointed out, data must be relevant.
Autonomous vehicle manufacturers are addressing this by keeping most of the data to themselves. They use it for product improvement and verification. They only release data to other users that is relevant. Data packages are customized for each group of users. This requires a good understanding of each user’s needs and habits, but results in faster and broader adoption.
Work zone ITS can learn from this. We must understand what our customers need from data. Traffic operations will want one package. Construction may want something else. And systems operations folks may want yet another set.
This will vary from state to state and even from one district office to another. A more urban district may watch volumes while a more rural district may be more interested in speeds or queue lengths.
As Mr. Hamlin said, for our systems to impact roadway work zone fatalities we must first achieve access and then integration. Only by packaging our data so that it is relevant can we hope to achieve the third factor, adoption. Once users become accustomed to receiving timely and useful data, they will come to depend on it. And once they depend on it, our systems will see far more common use.