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National Work Zone Awareness Week (NWZAW)2021 ran during April 26-30, with the theme of ‘Drive Safe, Work Safe, Save Lives’. The campaign is held every year at the start of construction season to encourage safe driving through highway work zones and raise awareness of protecting both drivers and field workers through work zones.
Throughout the week, we asked our social media followers (we hit 10k recently – so make sure you’re following us on LinkedIn!) if they avoid routes with road work, and 92% answered yes – our analysis on a work zone in Pennsylvania reflected this behavior, but despite fewer vehicles traveling through work zones, there was an increase in speed, which has important implications for safety.
As you may already know, ‘data for good’ is at the heart of everything we do at Wejo. With that in mind, we hosted a virtual panel with experts from the Indiana Department of Transportation, Purdue University, and Google. During the panel, we explored how technology can improve the future of transportation and protect those building that future. We were asked some really interesting questions during the panel, so we put the most popular ones to our in-house experts Matt McCann, AVP Enterprise Partnerships; Matt Blackwell, Solutions Engineer; and the Joint Transportation Research Program Director at Purdue University, Darcy Bullock:
Q: Is hard braking derived from sensors in vehicles, or is it derived from drastic speed changes between monitored segments?
Wejo: Hard braking or hard acceleration events are hard-coded into the vehicle and generates a hard braking event once this threshold is met. The threshold that Wejo uses to define harsh braking is -2.67 meters (around 8.75 foot) per second squared.
Q: Can you share more details regarding the sample rate of Connected Vehicles relative to non-connected vehicle counts at the same location? What sample rate is considered a minimum requirement for accurate data?
Wejo: The sample rate of vehicles will very much depend on the geography of a specific location. Currently, Wejo represents around 1 in 26 vehicles on the road(around 4%) across the US. Feedback from our partners demonstrate that anything above 2% is reliable and accurate to carry out modeling and analysis.
Q: Do you have dedicated staff at Wejo who continuously monitor this data and these tools?
Wejo: Our data is monitored 24/7 by Wejo’s dedicated in-house Service Delivery team, who work with our customers and partners to ensure the highest data quality standards possible – yep, we got your back! In addition, our ADEPT platform monitors and cleanses the data before being licensed to any of our clients.
Q: Is Wejo’s data available to the public?
Wejo: Wejo data is licensed to commercial enterprises from both the public and private sector; however, it is not an open-source dataset that is available to the public. We do however share relevant insights and analysis on our website, take a look at our COVID insights provided during the peak of the pandemic in 2019, for example.
Q: What is the source of ground truth for road construction?
Wejo: We have worked with Purdue University to establish what percentage of journeys Wejo captures based on AADT (annual average daily traffic) figures, this is as high as 30% in certain areas.
Q: Is getting geofenced hard braking data cost-effective?
Wejo: Yes. Feedback from our partners shows that connected vehicle data is a highly cost-effective solution. We can geofence any area and delve into the data contained in the area. Prices are then based on a number of variables, including the size of the geography, volume of vehicles and the number of data points. Drop us a message to get a full commercial and pricing model based on your requirements.
Q: Is the source of Wejo data solely connected vehicles?
Wejo: Yes. Wejo has exclusive relationships with multiple major automotive manufacturers to gain access to their Connected Vehicle fleets. However, depending on the project and requirements, we can obtain further sources of data to complement the data set.
Q: What is Wejo’s data latency from the connected vehicle to the operator at the traffic management center?
Wejo: Our official service level agreement (SLA) from our ADEPT platform (where we standardize and anonymize the data) and to the end-user is sub 60 seconds. In most cases, our clients are seeing around 95% of the data reaching them in under 32seconds. You can also learn more about the frequency and latency comparison between CVD and mobile data in our recent blog.
We also had some questions for one of our speakers, Darcy Bullock at Purdue University, here are some of the most popular questions:
Q: How does hard braking connected vehicle data support the use and analysis of signage?
Darcy: Signage is for communicating to the driver. Connected vehicle data provides us the information we need to identify where to place the sign trucks, as well as evaluate the impact of those deployments.
Q: What could be the major cause of hard braking?
Darcy: On interstates, it is typically unexpected conditions or driver inattention. On arterials, it is often associated with dilemma zone or gap acceptance at traffic signals.
You can now watch the virtual panel on-demand to learn more about how Purdue University uses highly granular, accurate and reliable connected vehicle data to provide the Indiana Department of Transportation with actionable insights to enhance work zone safety. Plus, how they utilize Google Cloud’s cost-effective and secure data storage solution.