Proposing and Analyzing the Effects of a Road Work Zone Mobile
Application with User Interface and Rerouting on Level of Service
EMAN ALGHERBAL1, UNEB GAZDER2*
1Department of Civil and Environmental Engineering
College of Built Environment
King Fahd University of Petroleum and Minerals
Dhahran, 31261
SAUDI ARABIA
2Civil Engineering
University of Bahrain
Sakhir, 32038
BAHRAIN
*Corresponding author
Abstract: - Work zones are common on roadways either for construction or maintenance purposes. They
usually cause a drop in the capacity, as well as the level of service (LOS) of the road, and result into traffic
congestion. In this paper, a free-flow segment of 222 m along the eastbound movement of Sheikh Jaber Al
Ahmad Al Sabah (SJAS) Highway was studied as it went under road construction. The acceleration lane was
closed which resulted in a drop of capacity from 2472 pc/h/ln to 2396 pc/h/ln and dramatic drop in LOS from A
to D. The paper proposes a mobile application to improve LOS along roadways with workzones. The proposed
application will provide information to the road user along with alternative routes. A survey was done which
covered 1025 vehicle users in Bahrain. It aimed to understand and analyze traveler’s willingness to reroute in
case of previous knowledge about work zones along their route. The survey showed that 96% of the sample
was willing to reroute. Calculations were made based on certain assumptions to get LOS at work zone back to
A. It showed that to improve the LOS to A, 50% to 54% of the vehicles along the road should reroute, which is
way below 96% and gives us a huge margin of error. In conclusion, it could be said that the proposed
application could improve the work zone LOS, when developed and implemented according to the
recommendations of this research.
Key-Words: - Workzone, Capacity, Level of Service, Mobile application, Rerouting
Received: March 25, 2024. Revised: September 9, 2024. Accepted: October 11, 2024. Published: December 4, 2024.
1. Introduction
Work zones are areas within the roadway that are
undergoing or affected by maintenance and
construction operations resulting in interruption of
traffic flow and reduction of road capacity.
Depending on the layouts and traffic management
schemes available at work zones, the maximum
traffic capacity could decrease by approximately
30% due to work zones [1]. During lane closures
and when the demand exceeds the new reduced
capacity, traffic can easily become congested, and
queues start forming which results in more capacity
reduction [2]. Furthermore, work zones cause drop
in operating speed which also influences the
capacity [3]. The effect of work zone on capacity
could be measured quantitively using level of
service (LOS). LOS measures the quality of
operational conditions within a traffic stream and
represents it in terms of letters ranging from A to F,
“A” being the best operating condition and “F”
being the worst [4].
Kingdom of Bahrain faces a major problem
regarding traffic congestion due to many reasons
including high traffic volume and inadequate
infrastructure [5]. Infrastructure improvement is
always needed to satisfy the traffic demand. These
improvements include construction of new
roadways and maintenance of existing ones [6].
The presence of work zones along the roadway has
a negative impact on traffic flow that is observed
through increased traffic congestion [7], travel
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time, accident rates, and road users’ level of
dissatisfaction [8]. Therefore, the purpose of this
paper is to discuss capacity reduction and LOS for
roads with work zones and propose a mobile
application to reduce the effect of these work
zones. An attempt has also been made to gauge the
effects of the proposed mobile application on the
users using the stated preference survey.
The rest of the paper is organized as follows. In
the proceeding section, a literature review is
presented with four main sections: effect of work
zones on roadways and their capacity, safety at
work zones, LOS, and available mobile
applications used for work zones and
transportation. In the third section, research
methodology is described, and material obtained is
provided. Then, capacity of the roadway, LOS
before and during work zones, and survey results
are presented and discussed. The discussion
included the effect of providing a mobile
application on improving LOS of roadways with
work zones. Finally, conclusions are drawn based
on the discussion and results.
2. Literature Review
2.1 Effect of Work Zones on Roadways and their
Capacity
Work zones have an adverse effect on the capacity
of a roadway, which is influenced by prevailing
roadway, traffic [9], and control conditions [8],
[10]. In addition to these, work zone capacity is
found to be affected by several factors including
work zone intensity, presence of heavy vehicles,
proximity of ramps [11], driver population, lighting
condition, environmental conditions, and work
zone configuration [6]. Work zone capacity tends
to decrease as the intensity of the work increases
[12]. Presence of heavy vehicles at work zone has a
significantly negative impact on its capacity. Heavy
vehicles increase the headway and have negative
psychological and physical influence on other
drivers [13]. Driver composition of commuter and
noncommuters could affect work zone capacity, as
regular drivers are more familiar with work zone
configuration than occasional drivers. Therefore,
noncommuters might cause reduction in work zone
capacity [10]. Moreover, construction work zones
on the roadway are found to influence the driver’s
behavior to be more conservative, which results in
drop of the speeds and capacity along the roadway.
These work zones are one of the most sensitive
zones in the road network and should be properly
planned to avoid the creation of bottleneck [14].
Work zone lane width and lateral clearance could
reduce speed and number of vehicles entering the
work zone and thus, its capacity [15]. The presence
of work zones results in additional cost to road
users, as the capacity reduction causes traffic
delays, and increases travel time and vehicle
operating cost, which adds up to road users initial
cost [16] – [18].
2.2 Safety at Work Zones
Work zones are considered as hazardous locations
due to the increase of accidents rate at such
locations [19] – [21]. Accidents occurring at work
zones could injure road users as well as
construction workers [22], [23]. Rear-end collision
are the most common type of accidents in work
zones, these accidents as other types vary in
severity from simple injury to being a fatal accident
[24], [25]. Safety in work zones and severity of
accidents depends on various factors including
traffic conditions, driver behavior [26], vehicle
type, lighting conditions, roadway characteristics
[27], and work zone activity [28]. Traffic volume is
positively related to the risk of accidents in work
zones [29], [30]. Moreover, driver loss of control
and speed at work zones have a direct impact on
the severity of crashes at work zones [28].
Visibility at night decreases which adds to the
complexity of the work zone and shortens the time
for proper reaction [31]. Thus, work zones at
nighttime are more dangerous than at daytime [32].
Also, the number of vehicles involved in an
accident adds to its severity, and the accidents
become more severe in case of truck involvement
[25].
2.3 Level of Service
LOS is a concept used to relate quality of transport
service to the given flow and speed from traveler’s
perspective [33]. LOS is a quantitative measure that
takes into consideration various factors that could
influence quality of service perceived by the
traveler. These factors include speed, delay, travel
time, number of stops, freedom of maneuver,
comfort, and convenience [4]. LOS is represented
in the form of letters and there are six levels of
service ranging from A to F. LOS A represents the
best operating conditions from a traveler’s
perspective, and LOS F is the worst. For various
reasons, including cost and environmental impact,
the roadways are not usually designed to provide
LOS A during peak hours, but a lower level that
balances traveler’s desire against society’s desire
and financial constraints. However, they might
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operate at LOS A during the rest of the day [34].
LOS is difficult to quantify as it includes a complex
interaction between many traffic parameters as well
as traveler’s perception [35]. Therefore, standards
such as Highway Capacity Manual (HCM) are used
for calculating capacity and LOS for various
highway facilities [36]. LOS is widely used as a
form of communication between traffic engineers
and decision makers as it gives them an indication
about road’s performance in a convenient and
simple manner [4]. Due to the presence of work
zones, roadway capacity decreases and traffic
delays increase [37].
2.4 Mobile Applications Available for
Transportation and Work Zones
Azadi et al. [38] have done a thorough review of
the existing mobile applications for transportation
management. Smartphone applications have
numerous uses in the field of transportation
including route planning, traffic safety and parking
information. These applications have been
introduced lately to work zones. For example, a
work zone safety application has been released by
the American Traffic Safety Service Association to
help users with decisions in case of stationary lane
closures. These decisions include minimum needs
for merging, shifting, shoulder and flagger
operations. Virginia Department of Transportation
released VDOT 511 which informs users about
incidents and constructions along their routes. Also,
the Federal Highway Administration and United
States Department of Transportation launched the
Work Zone Data Exchange (WZDx) program for
collecting and sharing work zone activity data.
The same paper suggests a program for real-time
work zone data collection. Users such as
contractors and work zone managers could use it to
add new work zones, update existing ones and
perform geolocation. The proposed program would
offer reliable information about work zones that
could be used for work zone management, traveler
information, contract monitoring, safety analysis
and project coordination.
Fig. 1. SJAS Highway and the stated study area, Google
Earth
There is little literature available discussing mobile
applications related to work zones, especially
related to travelers’ perspective. To our knowledge,
there is no paper discussing a mobile application
which provides users with information about
ongoing work zones activities and offers rerouting,
and how the availability of this type of information
could improve LOS of roadway during work zones
availability. This paper will be offering some
insights on these topics.
3. Materials and Method
3.1 Study Area
The present study is performed on Sheikh Jaber Al
Ahmad Al Sabah (SJAS) Highway, which is one of
the main highways in Bahrain that is connecting
Sitra and Manama islands. The study area was
limited to a free-flow segment of 222 m along the
eastbound movement of SJAS, and it had 3 lanes
and an acceleration lane before construction.
During construction, the acceleration lane was
closed. Fig. 1 shows the study area, and the
highlighted blue line is the segment of the highway
in which the study took place.
3.2 Traffic Counts
Traffic counts were done manually for the roadway
before and during work zone activities. Traffic
counts before the work zone activities were
obtained from the Ministry of Works (MOW) in
Bahrain [39], while done as part of this study for
during work zone activities. The manual traffic
counts are shown in Table below.
Table 1. Traffic Counts for The Study Area Before and
During Work Zone
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Peak Hour
AM Peak 1
PM Peak 2
PM Peak 3
Time
6:30 – 7:30
2:00 – 3:00
4:30 – 5:30
Before
3141
3238
2927
During
3061
3295
3057
For average flow speed during work zone, it
was obtained from the field as 75.5 km/h for peak
1, 70.8 km/h for peak 2, and 59.6 km/h for peak 3.
3.3 Obtaining Capacity and LOS
Traffic counts were used to calculate capacity and
LOS along the roadway before and during work
zone. The equations were obtained from Highway
Capacity Manual 6th edition – HCM2016 [4] to
calculate the capacity.
Eq. (1) is designed for capacity during work
zone activities, but due to the lack of general
capacity equation in HCM2016, it was used for
before and during the presence of work zone to get
more reasonable and convergent results.
(1)
Where:
QDRwz = Work zone average 15 minutes queue
discharge rate
cWZ = Work zone capacity
aWZ = Percentage drop in pre-breakdown.
While eq. (2) was used to calculate the flow rate
(Vp) in pc/h/ln, which was then divided by the
average passenger car speed to get the density. The
density was then related to LOS using Table
below.
(2)
Where:
V = Vehicles volume during the peak hour
PHF = Peak Hour Factor
N = number of lanes
fHV = Heavy vehicle adjustment
fP = Driver population adjustment
Table 2. LOS Based on Density [40]
LOS
Density Range (pc/km/ln)
A
0 – 7
B
> 7 11
C
> 11 16
D
> 16 22
E
> 22 28
F
> 28
3.4 Influence of the Mobile Application on
Capacity and LOS during Work Zone Activities
In order to estimate the influence of the proposed
mobile application, a survey was done, for which
the responses were collected from 1025 vehicle
users in Bahrain and was dated to 12th March
2019. The survey was done using google forms and
aimed toward understanding and analyzing the
impact of knowledge of work zone’s location on
traveler’s decisions of routes and the chance of re-
routing, as well as their willingness to use mobile
application for alternative travel routes. The
questionnaire had 9 questions and included
questions related to gender, age, and nationality to
ensure variety in the population covered. The
results obtained from the survey along with other
estimations were then used to investigate the
potential acceptance of the proposed app and
determine the improvement in capacity and LOS
during work zone activities.
4. Results
4.1 Capacity of Roadway
Capacity of the roadway is the maximum traffic
flow that it can withstand with its available lanes.
Road capacity before and during work zone was
calculated using equation 1. The capacity before
work zone (availability of 3 lanes and acceleration
lane) was 2472 pc/h/ln. On the other hand, work
zone capacity (availability of 3 lanes and closure of
acceleration lane) dropped to 2396 pc/h/ln.
4.2 Level of Service
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4.2.1 LOS before work zone
According to MOW concept report [39], the study
area operated with none too low congestion and
had overall LOS A before construction work.
4.2.2 LOS during work zone
Level of service (LOS) was obtained based on
density using Table . The flow rate is calculated
using equation (2) while the average free-flow
speed was obtained from the field.
Peak 1 (6:30 to 7:30 am)
To calculate flow rate (Vp), peak hour factor
was taken 0.98 as per MOW standards, heavy
vehicle adjustment and driver population
adjustment are obtained from the field as 0.937 and
1 respectively. Substituting in equation 2, and for
flow of AM peak 1 (see Table 1), Vp was
calculated as 1111 pc/h/ln. The average free-flow
speed was 75.5 km/h, which gave the density of 15
pc/km/ln. Therefore, and by referring to Table ,
LOS is C.
Peak 2 (2:00 to 3:00 am)
Applying the same process and adjustment
factors, as AM peak 1, and substituting the values
in equation 2, Vp was calculated as 1205 pc/h/ln.
The average free-flow speed was 70.8 km/h, which
gave the density of 17 pc/km/ln. Therefore, and by
referring to Table 2, LOS is D.
Peak 3 (4:30 to 5:30 am)
Similarly, Vp for the PM peak 3 was calculated
as 1136 pc/h/ln. The average free-flow speed was
59.6 km/h, which gave the density of 19 pc/km/ln.
Therefore, and by referring to Table , LOS is D.
4.3 Survey Results
The survey (see Fig. 2) showed that 97% of the
sample uses google maps. However, only 10% of
the whole sample keep up with information from
official accounts regarding road constructions and
traffic jams. The survey also questioned their likely
response in case of having prior knowledge about
work zones and 96% chose to reroute. Finally, 96%
of the sample will rather use a longer route with a
low traffic flow, than use a short one with heavy
traffic flow with the work zone. Figure 2 illustrates
the survey results.
Fig. 2. Survey Results
5. Discussion
5.1 Roadway Capacity
The numbers show a slight drop in the roadway, as
it dropped 2472 pc/h/ln to 2396 pc/h/ln. This
indicates that work zones presence influences the
traffic flow and roadway capacity even if the
closure was only associated with the acceleration
lane, which is in confirmation to the observations
in the previous studies.
5.2 Level of Service
The roadway was facing none to low congestion
before the construction. However, due to work
zone presence, LOS dropped from A to D. This
also gives another indication of how work zones
could affect the quality of service on roadways.
5.3 Improving Capacity and LOS on Roadways
going constructions by a mobile application
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This study suggests the implementation of a mobile
application in which authorities will have the
ability to update information about different work
zones activities around Bahrain. The application is
proposed to help the users with their routing
decisions in case of availability of work zones. It
will alert them when their route has a work zone
and give them the choice of using the same route or
rerouting with time estimated for each route and the
traffic condition to be expected being presented.
Having 97% of the survey sample using google
maps, gives a positive idea about the possibility of
using the proposed application.
Survey results were used to test the effect of
implementing a mobile application on capacity and
LOS of roadway during road construction. The
free-flow speed was assumed to be 80 km/h in
accordance with the posted speed, number of lanes
was assumed as with work zone availability to be 3,
and finally, density was taken as the maximum
density available for LOS A which is 7 pc/km/ln.
As a result, the maximum number of vehicles per
lane was 560 pc/h/ln. Equation 2 was rearranged
and used to calculate the maximum volume of
vehicles that the road could handle and still have
LOS A.
Peak 1 (6:30 to 7:30 am)
The maximum volume for LOS A was
calculated using rearranged equation 2 as 1539
veh/hr. Which is 50% of the work zone volume
shown in table 1 (i.e. 3061 veh/hr). Therefore, 50%
of vehicles need to be rerouted in order to improve
LOS from D to A.
Peak 2 (2:00 to 3:00 pm)
The maximum volume for LOS A was
calculated to be 1524 veh/hr, which represents 46%
of the work zone volume (i.e. 3295 veh/hr).
Therefore, 54% of vehicles need to be rerouted in
order to improve LOS from D to A.
Peak 3 (4:30 to 5:30 pm)
The maximum volume for LOS A was
calculated to be 1503 veh/hr, which is 49% of the
work zone volume (i.e. 3057 veh/hr). Therefore,
51% of vehicles need to be rerouted in order to
improve LOS from D to A.
Traffic volume modifications indicate that if
50% to 54% of travelers agreed to reroute, LOS
will improve back to A. Although survey results
stated above are based on sample of Bahrain
population opinions and hypothetical scenario,
these results showed that 96% of the sample are
willing to reroute in case of prior knowledge of
work zones and provision of the mobile application
suggesting alternative routes. This indicates that
LOS could be improved by using a mobile
application that offers knowledge about work zones
and gives rerouting options.
6. Conclusion
This study reinforces that the availability of work
zones on the roadway results in drop in both
capacity and LOS. The segment at which the study
was conducted shows a slight drop in capacity from
2472 pc/h/ln to 2396 pc/h/ln due to closure of an
acceleration lane, and a noticeable drop in LOS
from A to D. This drop gives a good indication of a
rise in traffic congestion. As a solution, the study
proposed a mobile application to improve LOS
along the roadway during the presence of work
zones. A survey was conducted to measure
willingness of people to change their routes based
on previous knowledge of work zones occurring on
their routes, and 96% of the sample were willing to
do so. Calculations were made to test the
suggestions, and it showed that rerouting could
improve LOS and the percentage of vehicles that
need to reroute ranged between 50% to 54% which
is way below 96% and this provides a significant
margin of error. To conclude, LOS of a roadway
during roadway construction could be improved by
using an application that keeps people informed
about different work zones’ locations and gives
them rerouting options.
It is recommended for future studies to test
different platforms for the development and
implementation of the proposed app. The
managerial hierarchy, best suited to a digitalized
traffic information system, can also be explored.
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Policy)
The authors equally contributed in the present
research, at all stages from the formulation of the
problem to the final findings and solution.
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Scientific Article or Scientific Article Itself
No funding was received for conducting this study.
Conflict of Interest
The authors have no conflicts of interest to declare
that are relevant to the content of this article.
Creative Commons Attribution License 4.0
(Attribution 4.0 International, CC BY 4.0)
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_US
Engineering World
DOI:10.37394/232025.2024.6.19
Eman Algherbal, Uneb Gazder
E-ISSN: 2692-5079
187
Volume 6, 2024
