RESEARCH REPORT OF FINAL PRESENATION

OF
WORK ZONE SAFETY & TRAFFIC MANGEMENT
SHAMSU-ZAMAN ROLL NO# CE-020-2018

CONTENTS
1. ABSTRACT

2. INTRODUCACTION

3. LITERATURE REVIEW

4. OBJECTIVE

5. METHODOLOGY

6. RECOMMENDATION

7. REFERENCE
 1. ABSTRACT
The increase in number of vehicles and deterioration of the existing facilities
necessitates the need to improve the existing roadways and to build additional
highways hence creating more work zones in cities around the globe. Two work
zones one on a rural road and one on an urban road were studied to identify
potential hazards in work zone and determine the most dangerous area of the
work zone using risk concentration level. Confusing signs, use of dangerous
devices for road closure, missing buffer, missing tapers, use of non-retro
reflective devices, unprotected work area, dangerous flagging, missing safety
alarms for heavy machineries, speed, aggressive driving and improper pedestrian
access are the most dangerous hazards in work zone having a very high risk level.
Transition area was found to be the most dangerous area of the work zone with a
very high risk concentration level followed by working area with high risk
concentration level, then advance warning area with medium risk concentration
and finally termination area also with medium risk concentration. Proper
installation and maintenance of temporary traffic control devices, use of safety
attires by workers, fitting all moving machineries with safety alarms, use of retro
reflective devices, protecting work activities, providing buffers for workers, and
law enforcement will improve safety of the work zones.
 2. INRODUCATION
A work zone refers to a road section where a construction or maintenance project
is presented. Manual on Uniform Traffic Control Devices (MUTCD) divides a
work zone into four areas: the advance warning area, the transition area, the
activity area, and the termination area. Road users traveling through a work zone
are warned of the upcoming hazardous area in the advanced warning section and
then are directed out of their normal path in the transition area. The transition
area frequently forms a bottleneck which could dramatically reduce the traffic
throughput. The termination area is the section following activity area where road
users return to their normal path.
Hazardous conditions for drivers and construction workers are easy to occur at
work zones since construction activities produce disturbances on normal traffic
flows. The disturbances may introduce severe traffic congestions and increase
the risk of traffic crash at work zones. In Florida, for addressing the safety
problems, an integrated work zone safety analysis tool is needed to be developed
for obtaining a clear understanding of the characteristics of work zone crashes.
The knowledge of work zone crashes is of benefit to engineers to select proper
measures that can minimize the negative impacts of work zones on traffic safety.
A variety of traffic safety devices have been implemented at work zones. These
devices have different principles, functions, and performances. Limited tests for
these devices in Florida have been conducted in accordance with the guidelines
set forth in National Cooperative Highway Research Program (NCHRP) Report
No. 350. Thus, comprehensive knowledge of work zone safety devices is
important to deploy appropriate work zone safety devices by transportation
agency.
New technologies in communication and computer science, and the new
generation of traffic control methods, have created an opportunity to enhance
traffic management at work zones to improve safety and operational
performance. Dynamic Lane Merge system, a novel work zone traffic control
system, mitigates the traffic disturbance due to discontinued lanes a upstream of
work zones. The effectiveness of the Dynamic Lane Merge system in Florida has
not been evaluated yet.
 3. LITERATURE REVIEW
This section describes a comprehensive literature review performed for this study.
The findings have been grouped into the following three categories.
ƒ Previous analysis on work zone crashes to investigate the characteristics of work
zone crashes,
ƒ Previous researches that introduced and/or evaluated various work zone safety
devices or strategies implemented at work zones,
ƒ Previous studies on the evaluation of Dynamic Lane Merge system (DLM).
In this chapter, previous analysis on work zone crashes and DLM are described.
Review of work zone safety devices was presented in Appendix A.
3.1 Previous Researches on Work Zone Crashes
Many studies have been conducted to analysis on highway work zone crashes over
past several years in several states. These studies focused on examining the
characteristics of work zone crashes, and evaluated the effectiveness of traffic
control measures on traffic safety at work zones.
Bai and Li (2004) conducted a study to investigate the characteristics of work zone
fatal crashes in Kansas and dominant contributing factors to these crashes in the
work zones so that effective safety measures could be developed and implemented
in the near future. A total 157 crashes during 1992 and 2004 were examined using
descriptive analysis and regression analysis. They found that (1) male drivers cause
about 75% of the fatal work zone crashes in Kansas; drivers between 35 and 44 years
old, and older than 65, are the high-risk driver groups in work zones; (2) The daytime
non-peak hours (10:00 a.m. – 4:00 p.m.) are the most hazardous time period in work
zones; (3) Work zones on rural roads with speed limit from 51 mph to 70mph or
located on complex geometric alignments are high risk locations; (4) Most fatal
crashes are multi-vehicle crashes. Head-on, angle-side impact, and rear-end are the
three most frequent collision types for the multi-vehicle crashes; (5) Inefficient
traffic controls and human errors contributed to most fatal work zone crashes.
Inattentive driving and misjudgment/disregarding traffic control are the top
contributing factors for work zone fatal crashes.
In Taxes, Hill et al. (2003) analyzed the characteristics of work zone fatalities and
then evaluated the effectiveness of existing work zone traffic safety measures based
on 376 work zone fatal crashes in Texas from January 1, 1997 to December 31, 1999.
In this study, three comparisons were conducted between daytime versus nighttime,
male drivers versus female drivers, and commercial-truck-involved versus non-
commercial-truck-involved. Then logistic regression was implemented to examine
the effectiveness of traffic counter measures such as using an officer/flagman and
using a stop/go signal. Results of this study indicated that there was a significant
difference in crash type and driver error between daytime crashes and nighttime
crashes. This difference also existed between driver genders. In addition,
commercial truck related crashes were more likely to involve multiple vehicles.
According to the logistic regression results, the use of an officer/flagman or a stop/go
signal would reduce the chance of having a crash by 68% or 64% respectively.
Ullman et al. (2006) conducted a study on the safety effects of night work activity
upon crashes at two types of construction projects in Texas. The first project type
involved both day and night work (hybrid project), whereas the other project type
performed only at night. Researchers determined the change in crash likelihood
during periods of active night work, active day work (if applicable), and during times
of work inactivity day and night. Some conclusions were derived from this study:
(1) crashes increased significantly during periods of work activity than during
periods of work inactivity; (2) large crash increases at night was expected because
the night work more likely involved lane closure than the day work; (3) for the hybrid
project, crashes increased at night more than at day.
Garber and Zhao (2002) studied the distribution of work zone crashes in Virginia in
terms of severity, crash type, and road type over four different locations within the
work zone referred to as the advance warning area, transition area (taper),
longitudinal buffer area, activity area, and termination area. In total, 1484 work zone
related crashes during 1993 and 1999 were analyzed. The results indicate that the
activity area is the predominant location for work zone crashes for all crash types,
and the rear-end crashes are the predominant type of crashes except for the terminate
area, where the proportion of angle crashes is significantly higher than other types.
A study on the typical characteristics of multistate work zone crashes was conducted
by Chambless et al. (2002) to perform a set of comprehensive comparisons of
computerized work zone and non-work zone crash data in Alabama, Michigan, and
Tennessee. The Information Mining for Producing Accident Countermeasure
Technology (IMPACT) module of Critical Analysis Reporting Environment
(CARE) software developed by University of Alabama was used in this study to
process the statistical analysis to obtain the conclusions: (1) 63% of work zone
crashes take place on interstate, US, and state roads, as compared to 37% of non-
work zone crashes. (2) 48% of work zone crashes occur on 45- and 55-mph speed
zones, as opposed to 34% of non-work zone crashes. (3) “Misjudging stopping
distance/following too close” accounted for 27% of the “prime contributing crash
circumstances” for work zone crashes as opposed to 15 percent for non-work zone
crashes.
In the study conducted by Mohan and Gautam (2002), the various injury types and
their cost estimates were analyzed. As the results, researchers found that (1) the
average direct cost of a motorist’s injury is estimated at $3,687; (2) an overturned
vehicle has the largest average cost of $12,627, followed by a rear-end collision
averaging $5,541; and (3) rear-end collisions are the most common (31%) vehicle
crashes, followed by “hit-small-object” collisions at 11% of the total motor vehicle
crashes.
Ha and Nemeth (1995) conducted a study in an effort to identify the major cause-
and effect relationships between work zone crashes and traffic controls in order to
make the first step towards development of effective work zone traffic control
strategies. They analyze the crash data during 1982 and 1986 at nine sites in Ohio,
and focused on the impacts of factors such as inadequate or confusing traffic control,
edge drop or soft shoulder, traffic slowdowns, lane changing or merging, guardrails,
and alcohol impairment on work zone crashes. Results of the study indicates that (1)
the predominant type of crash was rear-end; (2) improper traffic control was one of
the safety problems in construction zones; (3) involvement of trucks in crashes at
crossovers was significant; (4) work zone crashes were slightly less severe than other
types of crashes; (5) although work zone crashes increased at nights, they actually
decreased in proportion to all crashes.
Pigman and Agent (1990) studied the traffic data and traffic control devices of 20
highway work zones for 3 years (1983-1986) in Kentucky, and found that (1) most
work zone crashes occur on interstate roads; (2) work zone crashes are more server
than other crashes, especially in night or truck involved; (3) the dominant crash type
is rear-end and same direction-sideswipe; and (4) the dominant contributing factor
is following to close.
Hall and Lorenz (1989) investigated the crashes at work zones in New Mexico from
1983 to 1985 by comparing the difference of crashes before- and during-
construction at same road sections. They concluded that the proportion of crashes
caused by following too close was much higher in during-work zone periods than in
before-work zone periods. Another conclusion was that improper traffic control was
the prevalent problem causing high crash rates in work zones.
crashes at crossovers was significant; (4) work zone crashes were slightly less severe
than other types of crashes; (5) although work zone crashes increased at nights, they
actually decreased in proportion to all crashes.
Pig man and Agent (1990) studied the traffic data and traffic control devices of 20
highway work zones for 3 years (1983-1986) in Kentucky, and found that (1) most
work zone crashes occur on interstate roads; (2) work zone crashes are more server
than other crashes, especially in night or truck involved; (3) the dominant crash type
is rear-end and same direction-sideswipe; and (4) the dominant contributing factor
is following to close.
Hall and Lorenz (1989) investigated the crashes at work zones in New Mexico from
1983 to 1985 by comparing the difference of crashes before- and during-
construction at same road sections. They concluded that the proportion of crashes
caused by following too close was much higher in during-work zone periods than in
before-work zone periods. Another conclusion was that improper traffic control was
the prevalent problem causing high crash rates in work zones.
3.2 Conventional Merge Control
The Temporary Traffic Control (TTC) plan, described in the Manual on Uniform
Traffic Control Devices (MUTCD), illustrates the conventional merge control which
informs drivers to move out of closed lane well in advance of the work zone closure
taper. Typical distance for placement of advanced lane closed signs on freeways
should be on both sides of the roadway as far as 0.5 mile or more ahead of the taper.
This merge control, which widely used in all states, works well as long as congestion
does not develop. However, when the traffic demand exceeds the capacity of the
work zone, queues may extend back passed the advanced warning signs, often
surprising the approaching traffic and increasing the accident potential.
3.3 Dynamic Lane Merge
In 1980’s, the static early merge control was proposed to improve work zone safety
and operational performance. This control strategy extends the placement of
additional lane closed signs in advance of the lane closure area at several intervals
(approximate 1 mile to several miles).
Based on simulations conducted by Nemeth and Rouphail (1982), the static early
merge control could reduce the rate of forced merges, even at higher traffic volumes.
On the other hand, simulations by Mousa et al (1990) found that early merge control
strategies increased the travel times through the work zone, because vehicles are
more likely to be delayed over greater distances by slower vehicles ahead of them in
the open lane. This may in turn increase the likelihood of drivers in the open lane
attempting to use the closed lane to pass slower vehicles, which would increase the
potential of lane-change accidents. Some states use lane drop arrows, rumble strips,
and/or no-passing zones for distances of up to 1 mile or more in advance of the lane
closure to discourage drivers from using the closed lane to pass.
The Indiana Lane Merge System (ILMS), a typical dynamic early merge control
developed by the Indiana Department of Transportation, changes the no-passing
zone in realtime by using sonic detectors to determine the presence of a queue in the
open lane. The detectors are mounted on DO NOT PASS signs with two flashing
strobes and WHEN FLASHING supplementary plates. The signs are installed
adjacent to the closed lane at ¼- to ½-mile intervals for up to 2.5 miles or more in
advance of the lane closure. When stopped vehicles are detected in the open lane
next to a sign, a signal is transmitted to turn on the flashing strobes on the next sign
upstream. When vehicles are moving again, the strobes are shut off. In this way,
the length of the no-passing zone is tailored to the length of congestion present.
In 1997, the system was tested on operational and safety performance in field by the
Indiana Department of Transportation (Tarko, Kainpakapatman, and Wasson, 1998).
This evaluation displayed that the ILMS could smooth the merging operations in
advance of the lane closure. Drivers merged when they were supposed to merge and
flow in the open lane was uniform with very few rear-end accidents. Preliminary
benefit-cost estimates by the Indiana
Department of Transportation indicate that implementation of the system is justified
at lane closures where the capacity of the single lane will be exceeded at least 15 to
20 times per week.
The University of Nebraska-Lincoln (UNL) (McCoy and Pesti, 2001) conducted
field studies to compare the Indiana Lane Merge and the conventional merge. The
study sites were right lane closures. The lane distributions within 3000 feet of the
lane closures observed in the field studies indicated that vehicles moved into the
open lane sooner with the Indiana Lane Merge than they did with the conventional
merge. Also, the merging operations with the Indiana Lane Merge occurred more
uniformly over a much longer distance than they did with the conventional merge,
which were concentrated over a 500-foot section approximately 1200 feet in advance
of the lane closure. Spreading the merging over a longer distance produced smoother
merging operations. Only seven traffic conflicts were observed in 16 hours of data
collection during moderate to high traffic volumes at the Indiana Lane Merge study
site; whereas forced merges were observed at the rate of 20 or more per hour under
comparable levels of traffic volume at the conventional merge study site.
 4. OBJECTIVE
 The primary objectives of this research are shown as follows:

 To investigate the characteristics of work zone fatal crashes in

Florida;

 To develop a web-based work zone safety analysis tool for assisting

traffic safety analysts to understand distributions and contributing

factors of work zone fatal crashes;

 To evaluate safety and operational performance of Dynamic Lane

Merge system at work zones preliminarily using micro-simulation;

 To collect comprehensive knowledge of the effectiveness of various

work zone safety devices.

 5. METHODOLOGY
5.1 Data Collection
This study focused on a data set of work zone fatal crashes in Florida for a 4 year
period (from 2002 to 2005). A total of 421 work zone fatal crashes with 20 data
variables were extracted from the Florida Crash Analysis Reporting (CAR)
system, which provides a completed crash database of Florida motor vehicle
accidents, and that of the involved vehicles and persons. All of these data were
categorical data or ordinal data, and were assigned with integer values for easy
treatment in SAS software. The data variables and corresponding codes are given
in Appendix D.
5.2 Analysis Procedure
A two-stage analysis procedure was applied in this study. In first stage, a
descriptive statistical method was used to examine the distributions of work zone
fatal crashes over various variables. The predominant factors for each variable,
defined as the factors which are responsible for a high proportion, were
determined. Especially, principal crash types and corresponding predominant
contributing factors were identified to explore major causes for the specific crash
types.
In second stage, analysis emphasized on what factors influence the occurrence of
a certain work zone crash type. For this purpose, predictive models were
developed to describe the relationship between the probability of the occurrence
of fatal crashes and explanatory variables. Since the occurrence of a specific type
of traffic crashes is a binary value (1- occurrence, 0-nonoccurence), the binary
logistic regression was adopted to develop the models which predict the
probability of the occurrence of fatal crashes at work zones by crash types, by
age groups, or by predominant contributing factors.
5.3 Predominant Factors for Other Variables
The most predominant factors for other variables are given in Table 3-1. About
42% of the crashes involved alcohol or drug, and 28% involved heavy vehicles,
which are defined as large truck, truck tractor, recreation vehicle, and bus. For
road geometric conditions, straight with level was the most frequent factor (70%)
followed by straight with grade (15%), and curve with level (10%). Most of
crashes occurred on the pavement of blacktop; in addition, 68% of the crashes
took place at normal locations (without influence of intersections, bridges,
railway cross, etc.), while 20% of them occurred at intersections. The
predominant factors of vehicle movement before crash and vision obscured
conditions were straight ahead and no obscurity respectively. The percentage of
crashes where the road access was full is 42%, and 46% of the crashes occurred
under the influence of speed controls. Another predominant factor was that 65%
of the crashes happened at a high speed zone (≥50 mph).

5.4 Modeling Variables

Form the analysis results in the first stage, it can be concluded that angle,
pedestrian, and rear-end are the principal crash types of work zone fatal crashes
in Florida. In addition, careless driving and failure to yield right of way are the
predominant contributing factors. The occurrence of a certain type of fatal
crashes would be affected by various factors; thus binary logistic models
developed to address the related variables and explained the impacts of the
predictor variables on the occurrence
6. RECOMMENDATION

 Based on the results in the first stage of work zone fatal crash analysis,
angle, pedestrian, and rear-end are the principal crash types of work
zone fatal crashes in Florida, while careless driving is the most
predominant contributing factors for work zone fatal crashes with
almost 40% proportion of total crashes, and followed 70 by failed to
yield right of way. For angle crashes, failed to yield right of way is the
most frequent contribution factor; and for rear-end crashes, the major
contributing factor is careless driving.

 Regarding the factor impact analysis of the predict models, it can be

concluded that some factors, including a high speed limit, the influence
of specific road features, surface roads, bad weather, and driver failed
to yield right of way, are more likely to increase the probability of angle
crashes. The pedestrian crashes easily occur when the speed limit is
low, work zone is in urban area, vehicle moves straightly, or daylight
is absent. For rear-end crashes, several factors like a high speed limit,
urban area, straight movement of vehicles, the absence of daylight,
other pavement types (not blacktop), and drivers’ careless driving tend
to raise the opportunity of crash occurrence.

 Crashes due to careless driving easily occur in freeway work zones; and
the straight movement of vehicles, the presence of heavy vehicles, and
a low AADT also result in an increase in the probability of the
occurrence of this kind of crashes. The probability of crashes due to
being field to yield to right of way is increasing as the existence of the
specific road features, freeway work zones, and making turn/lane
change.

 Work zone fatal crashes for young drivers (<25) easily occur when they
are running at a narrow road (road width <20 feet) or at night. The
probability of work zone fatal crashes for middle drivers (25-64)
increases when heavy vehicle and alcohol are involved. For elderly
 drivers, the influence of intersection, bridge, ramp, and road access is a
significant factor that increases the probability of work zone fatal
crashes.

 The results of the preliminary evaluation on DLM system indicate that

DLM has significant effects on reducing the number of lane changes at
merge area when only one lane is open. Traffic operational performance
may not be improved after the implementation of DLM system because
of the work zone capacity reduction at work zones.

 For overcoming the limitations in simulation, a comprehensive

evaluation based on field data collection should be performed to obtain
an accurate evaluation on safety and operational effectiveness of DLM
in Florida.

REFEREANCE
https://www.researchgate.net/publication/322438123_Assessment_of_Work_Zone
_Safety