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Where these drivers went wrong
Abstract
An innovative Michigan study sheds light on engineering strategies to curtail the number and severity of wrong-way crashes on freeways. Across the country, crashes caused by wrong-way drivers are few and far between, but when they do occur, they often provide fodder for terrifying and heartbreaking headlines. These crashes kill or severely injure drivers and passengers at a much greater rate than other types of freeway incidents. The safety researchers restricted their study to vehicles that were known or presumed to have entered the freeway system by traveling the wrong direction on an exit ramp. The team made every effort to exclude cross-median and other crashes in which a vehicle was traveling the wrong way by virtue of the driver losing control of the vehicle. The most noticeable characteristics of the wrong-way drivers in this study were their degree of impairment and a tendency toward late-night driving.
... Diamond interchanges are the most widely used service interchange (79% of all interchanges fall in this category) in the United States (4). Although they are less susceptible to WWD events compared with partial cloverleaf or trumpet interchanges (5)(6)(7)(8), the origin of a major portion of WWD crashes can be attributed to the exit ramp terminals of diamond interchanges (3). This is due to the high number of diamond interchange presence in the United States' freeway facilities. ...
... Numerous studies revealed some common factors that contribute to the occurrence of WWD crashes. These studies collectively concluded that older drivers, younger drivers, male drivers, driving under the influence of alcohol or drugs, poor lighting conditions, urban areas, early morning hours, weekend days, and severe weather conditions contribute to WWD crashes (3,6,(8)(9)(10)(11)(12)(13). Additionally, a few of these studies identified that some interchange types are more susceptible to cause driver confusion and contribute to WW entries. ...
... Cooner et al. reported left-side exit ramps and oneway streets transitioning into a freeway are likely to cause more WWD (10). Additionally, previous studies reported the two-quadrant partial cloverleaf, trumpet, tight diamond, and full diamond interchanges to be more susceptible to WWD (6,8). ...
Wrong-way driving (WWD) crashes are a critical safety issue on freeways. Although these crashes are rare and random in nature, they often result in severe injuries and/or fatalities. Typically, exit ramp terminals are the initial point of entry for wrong-way (WW) drivers on freeways. Therefore, it is important for transportation agencies to identify the exit ramp terminals with higher possibility of WW entries and apply safety countermeasures to reduce the chances of their occurrence. However, the random nature of WWD crashes and the difficulty in identifying the actual entry points makes it hard for transportation agencies to assess the risk of WWD at a particular exit ramp terminal and apply countermeasures accordingly. This study developed mathematical models for predicting the risk of WW entries at the exit ramp terminals of full diamond interchanges. The geometric design features, usage of traffic control devices, area type where the interchanges are located, and annual average daily traffic (AADT) at the exit ramp terminals with or without history of WWD were used as potential predictors of WW entry. Transportation agencies can use these models to assess the risk of WW entries at the exit ramp terminals within their jurisdictions and consider possible countermeasures. They also can be applied during the design phase to determine the combination of geometric design features and traffic control devices that ensures the least possibility of WW entry.
... Few studies focused on all roadways or divided roadways Kemel, 2015). Many studies performed descriptive statistics to describe the nature of the factors in WWD crashes (Friebele et al., 1971;Copelan, 1989;Cooner et al., 2004;Braam, 2006;Scaramuzza and Cavegn, 2007;SWOV, 2009;Morena and Leix, 2012;Finley et al., 2014;Xing, 2014;Zhou et al., 2015;FDOT, 2015). In many cases, simple descriptive statistics should not suffice to explaining the impact of the contributing factors. ...
... Driver impairment is found significant (around 19.31%) in Louisiana WWD crashes. Many studies concluded that driver impairment is significantly associated with WWD crashes (Friebele et al., 1971;Copelan, 1989;Braam, 2006;Cooner et al., 2004;Scaramuzza and Cavegn, 2007;SWOV, 2009;Lathrop et al., 2010;Morena and Leix, 2012;Finley et al., 2014;Zhou et al., 2015;Pour-Rouholamin et al., 2014;Pour-Rouholamin and Zhou, 2016;FDOT, 2015;. Younger and older drivers are usually more prone towards WWD crashes. ...
... Younger and older drivers are usually more prone towards WWD crashes. Louisiana crash data showed similar trends like other studies showed for younger drivers (Cooner et al., 2004;Braam, 2006;Scaramuzza and Cavegn, 2007;SWOV, 2009;Morena and Leix, 2012;Finley et al., 2014;Xing, 2014;Zhou et al., 2015;FDOT, 2015; and older drivers (Braam, 2006;Scaramuzza and Cavegn, 2007;SWOV, 2009;Lathrop et al., 2010;Morena and Leix, 2012;Xing, 2014;Zhou et al., 2015;Pour-Rouholamin et al., 2014;Pour-Rouholamin and Zhou, 2016;. Distracted drivers showed higher trends in WWD crashes in Louisiana. ...
Wrong way driving (WWD) has been a constant traffic safety problem in certain types of roads. Although these crashes are not large in numbers, the outcomes are usually fatalities or severe injuries. Past studies on WWD crashes used either descriptive statistics or logistic regression to determine the impact of key contributing factors. In conventional statistics, failure to control the impact of all contributing variables on the probability of WWD crashes generates bias due to the rareness of these types of crashes. Distribution free methods, such as multiple correspondence analysis (MCA), overcome this issue, as there is no need of prior assumptions. This study used five years (2010-2014) of WWD crashes in Louisiana to determine the key associations between the contribution factors by using MCA. The findings showed that MCA helps in presenting a proximity map of the variable categories in a low dimensional plane. The outcomes of this study are sixteen significant clusters that include variable categories like determined several key factors like different locality types, roadways at dark with no lighting at night, roadways with no physical separations, roadways with higher posted speed, roadways with inadequate signage and markings, and older drivers. This study contains safety recommendations on targeted countermeasures to avoid different associated scenarios in WWD crashes. The findings will be helpful to the authorities to implement appropriate countermeasures.
... This is because a vast majority of WWD crashes are head-on events. Thus, 8 WWD crashes have drawn a lot of attention from transportation professionals over the past decades 9 despite the fact they are relatively infrequent events on our roadways. 10 Typically, entering controlled access highways through an exit ramp is the primary origin 11 of WWD movements. ...
... 22 Diamond interchanges are the most widely used service interchange (79% of all 23 interchanges fall in this category) in the United States (4). Although they are less susceptible to 24 WWD events compared with partial cloverleaf or trumpet interchanges (5,6,7,8), the origin of a 25 major portion of WWD crashes can be attributed to the exit ramp terminals of diamond 26 interchanges (3). This is due to the high number of diamond interchange presence in the United 27 States' freeway facilities. ...
... Numerous studies revealed common factors that contribute to 41 the occurrence of WWD crashes. These studies collectively concluded that older drivers, younger 42 drivers, male drivers, driving under the influence (DUI) of alcohol or drugs, poor lighting 43 conditions, urban areas, early morning hours, weekend days, and severe weather conditions 44 contribute to WWD crashes (3,6,8,(9)(10)(11)(12)(13). Additionally, few of these studies identified that some 1 interchange types are more susceptible to cause driver confusion and contribute to WW entries. 2 For instance, Copelan reported that the interchanges with short sight distance, partial cloverleaf 3 interchanges, trumpet interchanges, half and full diamond interchanges, buttonhook ramps, slip 4 ramps, four-legged intersection near exit ramps, left-side exit ramps, and scissors exit ramps are 5 more likely to cause WW entries (9). ...
Wrong-way driving (WWD) crashes are a critical safety issue on freeways. Although these crashes are rare and random in nature, they often result in severe injuries and/or fatalities. Typically, exit ramp terminals are the initial point of entry for wrong-way (WW) drivers on freeways. Therefore, it is important for transportation agencies to identify the exit ramp terminals with higher possibility of WW entries and apply safety countermeasures to reduce the chances of their occurrence. However, the random nature of WWD crashes and the difficulty to identify the actual entry point makes it hard for transportation agencies to assess the risk of WWD at a particular exit ramp terminal and apply countermeasures accordingly. This study developed mathematical models for predicting the risk of WW entries at exit ramp terminals of full diamond interchanges. The geometric design features, usage of traffic control devices, area type where the interchanges are located, and Annual Average Daily Traffic (AADT) at the exit ramp terminals with or without history of WWD were used as potential predictors of WW entry. Transportation agencies can use these models to assess the risk of WW entries at the exit ramp terminals within their jurisdiction and consider possible countermeasures. They also can be applied during the design phase to determine the combination of geometric design features and traffic control devices that ensure the least possibility of WW entry.
KEYWORDS: Wrong-Way Driving, Predictive Crash Risk Modeling, Firth’s Logistic Regression, Full Diamond Interchanges.
... Color versions of one or more of the figures in the article can be found online at www.tandfonline.com/gcpi. Though the main contributing factors in WWD crashes are human-related factors, past studies (Morena and Leix 2012) warned that some interchange types are highly susceptible to WWD movements. In the instance of WWD entry points, special attention should be given to the characteristics of exit ramp and crossroad intersections, including geometric design elements (e.g., raised median, channelizing island, turning radius, etc.), signage, pavement markings, traffic signals, and lighting conditions. ...
... This study recognized parclo interchanges as one of the top interchange types in terms of wrong-way entry frequency. Morena and Leix (2012), in a joint research project between the Michigan Department of Transportation and the Federal Highway Administration, studied 5 years of crash data from 2005 to 2009 and identified 110 WWD crashes. Parclo interchanges were also the originating points of 60% of WWD crashes with known entry points while representing only 21% of total interchanges in Michigan. ...
... Researchers collected field data at this intersection. Past studies showed that the possibility of making a wrongway entry is disproportionally high during these time periods (Morena and Leix 2012;National Transportation Safety Board 2012;Sallee 2007). ...
Background:
Several previous studies, based upon wrong-way driving (WWD) crash history, have demonstrated that partial cloverleaf (parclo) interchanges are more susceptible to WWD movements than others. Currently, there is not a method available to predict WWD incidents and to prioritize parclo interchanges for implementing safety countermeasures for reducing WWD crashes.
Objectives:
The focus of this manuscript is to develop a mathematical method to estimate the probability of WWD incidents at exit ramp terminals of this type of interchange.
Methods:
VISSIM traffic simulation models, calibrated by field data, are utilized to estimate the number of potential WWD maneuvers under various traffic volumes on exit ramps and crossroads. The Poisson distribution model was implemented without field observation and crash data.
Results:
A comparison between the field data and simulation outputs revealed that the developed model enjoys an acceptable level of accuracy. The proposed model is largely sensitive to left-turn volume toward an entrance ramp (LVE) than stopped vehicles at an exit ramp (SVE). The results indicated that potential WWD events increase when LVEs increase and SVEs decrease. Also, the probability of WWD event decreases as road users are more familiar with the facility.
Conclusion:
The proposed method can diminish one of the challenges in front of transportation engineers, which is to identify high WWD crash locations due to insufficient information in crash reports. The results are helpful for transportation professionals to take proactive steps to identify locations for implementing safety countermeasures at high risk signalized parclo interchanges.
... Efforts are underway to mitigate the risks of missing important pavement markings and those in poor condition. For example, the Michigan Department of Transportation (MDOT) plans to require wrong-way arrows at all target exit ramps [18]. At paired exit/entrance ramps, the left turn into the exit has resulted in several fatal crashes. ...
... By installing pavement marking extension lines, vehicles could be guided into the correct ramp. They are considered a low-cost treatment with a benefit-cost ratio of 45.9 and the potential to reduce traffic-related deaths and increase road safety [3,18]. A study was also conducted to assess whether pavement markings before wrong way entries in two sites were in good condition, or at all present [14]. ...
... Despite the existence of numerous WWD studies (Jalayer et al., 2016(Jalayer et al., , 2017Zhou et al., 2016;Rogers et al., 2015;Simpson and Bruggeman, 2015;Baratian-Ghorghi et al., 2015;Morena and Leix, 2012;Zhou et al., 2012a,b;North Texas Tollway Authority (NTTA, 2009;Moler, 2002;and Copelan, 1989), very few studies have identified and compared the factors affecting the injury severity of WWD crashes. More specifically, no studies have investigated the effect of various confounding variables on the injury severity sustained by atfault drivers in WWD crashes while also considering the effects of unobserved factors associated with driver characteristics, vehicle characteristics, temporal variables, and crash variables, which we address in this paper. ...
... Despite the existence of numerous WWD studies (Jalayer et al., 2016(Jalayer et al., , 2017Zhou et al., 2016;Rogers et al., 2015;Simpson and Bruggeman, 2015;Baratian-Ghorghi et al., 2015;Morena and Leix, 2012;Zhou et al., 2012a,b;North Texas Tollway Authority (NTTA, 2009;Moler, 2002;and Copelan, 1989), very few studies have identified and compared the factors affecting the injury severity of WWD crashes. More specifically, no studies have investigated the effect of various confounding variables on the injury severity sustained by atfault drivers in WWD crashes while also considering the effects of unobserved factors associated with driver characteristics, vehicle characteristics, temporal variables, and crash variables, which we address in this paper. ...
In the context of traffic safety, whenever a motorized road user moves against the proper flow of vehicle movement on physically divided highways or access ramps, this is referred to as wrong-way driving (WWD). WWD is notorious for its severity rather than frequency. Based on data from the U.S. National Highway Traffic Safety Administration, an average of 355 deaths occur in the U.S. each year due to WWD. This total translates to 1.34 fatalities per fatal WWD crashes, whereas the same rate for other crash types is 1.10. Given these sobering statistics, WWD crashes, and specifically their severity, must be meticulously analyzed using the appropriate tools to develop sound and effective countermeasures. The objectives of this study were to use a random-parameters ordered probit model to determine the features that best describe WWD crashes and to evaluate the severity of injuries in WWD crashes. This approach takes into account unobserved effects that may be associated with roadway, environmental, vehicle, crash, and driver characteristics. To that end and given the rareness of WWD events, 15 years of crash data from the states of Alabama and Illinois were obtained and compiled. Based on this data, a series of contributing factors including responsible driver characteristics, temporal variables, vehicle characteristics, and crash variables are determined, and their impacts on the severity of injuries are explored. An elasticity analysis was also performed to accurately quantify the effect of significant variables on injury severity outcomes. According to the obtained results, factors such as driver age, driver condition, roadway surface conditions, and lighting conditions significantly contribute to the injury severity of WWD crashes.
... A study in Michigan analyzed 110 WWD crashes that occurred from 2005 to 2009 (8). Nearly 60% of these crashes were caused by a driver under the influence of drugs or alcohol, 78% occurred during dark conditions, and 32% resulted in a fatality or incapacitating injury (8). ...
... A study in Michigan analyzed 110 WWD crashes that occurred from 2005 to 2009 (8). Nearly 60% of these crashes were caused by a driver under the influence of drugs or alcohol, 78% occurred during dark conditions, and 32% resulted in a fatality or incapacitating injury (8). A study in North Carolina of statewide freeway WWD crashes found that WWD crashes accounted for only about 0.2% of freeway crashes but accounted for 5.6% of the freeway fatalities (9). ...
Wrong-way driving (WWD) is one of the most dangerous driver errors/behaviors on limited access facilities. This study developed a model to determine WWD risk based on WWD crashes, citations, and 911 calls. Previous studies focused on analyzing WWD crashes, but discovered that WWD crashes are extremely rare. Using WWD 911 calls and WWD citations, which occur much more frequently than WWD crashes, to help predict WWD risk allows roadway agencies to be proactive and implement WWD countermeasures at problem areas instead of waiting for serious WWD crashes to happen. To develop this novel model, a market basket analysis was used to determine the overlap between the three WWD data sets (crashes, 911 calls, and citations for the years 2011 and 2012 on Florida interstates and toll roads). The independent WWD events were then used to develop a generalized Poisson regression model that allowed the WWD 911 call, citation, and crash frequencies to be converted to WWD risk values. WWD risk densities were also calculated, using either vehicle miles traveled or roadway length to consider exposure. The counties and roadways were then ranked with respect to WWD risk values and densities; these rankings indicated that Miami-Dade is a problematic county, since it was ranked highest by WWD risk value and its nine interstates or toll roads were ranked in the top 15 by WWD risk density. The developed model and macroscopic rankings are very useful to help identify counties and roadways where WWD countermeasures should be implemented.
... As for roadway characteristics, past studies (Moler 2002;Braam 2006;Leduc 2008;Morena and Leix 2012) have demonstrated that some kinds of interchange/intersection layouts are prone to wrong-way movements. The first phase of the current project found that the top five interchange types with relatively high WWD crashes are diamond interchanges with continuous frontage roads, diamond interchanges without continuous frontage roads, parclo interchanges, single point diamond interchanges (SPDI), and freeway feeders. ...
... Designers should not extend median barriers on two-way ramps all the way to stop line because it blocks the drivers' view of entrance ramp. A recent study (Morena and Leix 2012) showed that a guardrail installed between two adjacent exit and entrance ramps, as a median barrier, will block left-turn drivers' view of the entrance ramp terminal and increase the possibility of making a wrong turn onto the exit ramps (Figure 3-21). That study also found a high number of WWD crashes recorded at this location. ...
Each year, hundreds of fatal wrong-way driving (WWD) crashes occur across the United States, and thousands
of injuries are reported in traffic crashes caused by wrong-way drivers. Although WWD crashes have been a
concern since the advent of access-controlled, divided roadways, the problem persists despite efforts to address
it over time. The objective of this book is to provide guidance for implementing traditional and advanced safety
countermeasures to achieve a significant reduction in the number of WWD incidents and crashes on freeways.
... Compressed diamond and diamond interchanges were the top two interchange types for wrong-way crash entry points (Zhou et al. 2012). Morena and Leix (2012) investigated the characteristics of WWD crashes on Michigan freeways. The study results determined that partial cloverleaf interchanges were the origination points for 60% of WWD crashes with known entry points but represented only 21% of all interchanges in Michigan (Morena and Leix 2012). ...
Wrong-way driving (WWD) is an area of high concern across the United States, particularly due to the fact that such collisions involving wrong-way drivers tend to be among the most severe crashes in terms of occupant injuries and resultant crash costs. Recently, significant research, documentation, and countermeasure installation has been conducted nationally to prevent WWD as well as a series of research projects sponsored by various state departments of transportation (DOTs).
The objectives of this project were to assess the state-of-the-art and state-of-the-practice as it relates to countermeasures to address wrong-way driving and investigate the nature and magnitude of wrong-way driving issues occurring in Iowa and along the US 30 corridor near Ames, Iowa.
... Some geometric features also correlated to WWD crashes, such as interchange or intersection layout, the presence of raised median or channelizing islands, turning radii, and large median openings. 4,5 To achieve the Toward Zero Deaths vision initiative administered by NHTSA, many different countermeasures have been implemented by state departments of transportation (DOTs) and local agencies. Note that to propose appropriate safety recommendations, an extensive field review and analysis of safety data must first be accomplished. ...
Interchanges are critical elements of freeway and highway systems that provide access to
nearby urban, suburban, and rural areas. Since the development of the interstate highway
system in the 1950s, crashes associated with driving in the wrong direction on freeways
have created a critical issue for transportation agencies. Wrong-way driving (WWD)
occurs when a driver, either inadvertently or deliberately, drives in the opposing direction of traffic along a high-speed, physically divided highway or its access ramp. Reasons a driver may go in the wrong direction include but are not limited to, driving under the influence of substances such as alcohol or drugs, fatigue, and confusing geometric roadway design. WWD crashes are known for their tendency of being more severe than other types of freeway crashes, which result in more fatalities due to them being mostly head-on or opposite-direction sideswipe collisions. According to the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) database, during 2004 to 2011, an average annual total of 359 people perished in 269 fatal WWD crashes. This means that the average number of fatalities per
WWD fatal crash was 1.33, as compared to the 1.09 death rate for all other fatal motor vehicle crashes, thus necessitating further evaluation and action.
... Thus, interchange terminals directly affect the safety and operational integrity of freeways. Past studies suggested some interchange types of partial cloverleaf (parclo) interchanges are highly susceptible to WWD movements due to the geometric feature of closely spaced exit ramps and entrance ramps (1). One essential design element in the planning, design, and operation of interchange terminals is a proper intersection balance that can provide a safer and smother movement of left-turn vehicles while maintaining vehicular throughput and access to adjoining ramps. ...
Past studies showed that poor intersection balances at partial cloverleaf (parclo) interchange terminals significantly impact traffic safety and sight distance of drivers making left turns to entrance ramps. Some state traffic agencies have recommended a “balance” guideline that the length between the left-turn stop line on crossroads to the middle of the intersection should not be greater than 60% of the entire length of the intersection. However, a scarcity of research exists on how the balance of an intersection affects driver behavior, which has been identified as a critical contributing factor to intersection-related crashes. This study utilizes the Naturalistic Driving Study (NDS) data to evaluate the effects of intersection balance on driver behavior at parclo interchange terminals for proof-of-concept. A small but representative data sample was collected from the second Strategic Highway Research Program’s (SHRP 2) NDS dataset. It demonstrates statistical characteristics and overall trends of driver speed, acceleration/deceleration rates, and risk perception with the changing of intersection balances. Conclusions provide guidance on optimal intersection balance design that may help drivers make smoother and safer transitions from crossroads to entrance ramps at parclo interchange terminals.
... Median barriers should not be extended all the way to the stop line on two-way ramps because they might block the drivers' view of the entrance ramp. A recent study (Morena and Leix 2012) showed that a guardrail installed between two adjacent exit and entrance ramps, as a median barrier, blocked left-turn drivers' view of the entrance ramp terminal and increased the possibility of making a wrong turn onto the exit ramps, resulting in an increase in WWD crashes. ...
Past studies indicated that interchange configurations, access control, and geometric design are related to Wrong-Way Driving (WWD) and minor ramp geometric changes can be effective in reducing the number of wrong-way entries onto freeways. In this paper, access management techniques and geometric elements, which are capable of discouraging wrong-way maneuvers, are identified and discussed. Additionally, every aspect of these elements and their relationship to WWD is investigated. These geometric elements include interchange types, exit ramp terminals, frontage roads, raised medians, channelizing islands, and control radius. The aforementioned elements should be given a special consideration during the design stage of interchanges and intersections.
Many state departments of transportation have designed and implemented grade-separated interchanges (GSI) to increase overall capacity at traffic intersections. As compared with traditional intersections, GSI designs are less familiar to drivers and, even with guidance signs, they are more likely to lead to erroneous driving actions. Based on the current literature, there is a need for predictive models of driver behavior based on GSI configurations and sign settings (i.e., use and placement of guidance signs). We evaluated multiple machine learning models for predicting whether an interchange design/configuration and sign settings are associated with erroneous driver actions, given different cognitive (workload and situation awareness) states. Results revealed a decision tree (DT) model to produce the highest prediction performance. Furthermore, based on importance scores for each factor in the DT, we found that interchange configuration was dominant in predicting erroneous driving outcomes, while cognitive workload and sign settings also played important roles in classification.
Introduction:
Partial cloverleaf (parclo) interchanges with closely spaced parallel entrance and exit ramps are more prone to wrong-way driving (WWD) compared to other interchange types. In this study, a logistic regression model was developed to predict the risk of WWD at the exit ramp terminals of parclo interchanges.
Method:
The logistic regression model was developed using Firth's penalized likelihood techniques based on the predictor variables such as exit ramp geometric design features, wrong-way related traffic control devices, area type, and traffic volume.
Results:
According to the model, the significant predictors of WWD at parclo exit ramp terminals include corner radius from crossroad to entrance ramp, type of median on crossroad, width of median on two-way ramp, channelizing island, distance to the nearest access point, "Keep Right" sign, wrong-way arrow, intersection signalization, and traffic volume at the exit and entrance ramps. This model was used to conduct network screening for all the exit ramp terminals of parclo interchanges in Alabama and Georgia to identify high-risk locations in these two states. Seven high-risk locations were monitored by video cameras for 48-hours to observe the occurrences of WWD incidents. Results suggest that two locations in Alabama and two locations in Georgia experienced multiple WWD incidents within 48-hours of a typical weekend.
Conclusion:
The observation of WWD incidents at high-risk locations demonstrates strong evidence that the model could identify the exit ramp terminals with high risk of WWD.
Practical applications:
Transportation agencies can use this model to assess the risk of WWD at the exit ramp terminals within their jurisdictions and identify the high-risk locations for countermeasures implementation.
Currently, transportation agencies have implemented different wrong-way driving (WWD) detection systems based on loop detectors, radar detectors, or thermal cameras. Such systems are often deployed at fixed locations in urban areas or on toll roads. The majority of rural interchange terminals does not have real-time detection systems for WWD incidents. Portable traffic cameras are used to temporarily monitor WWD activities at rural interchange terminals. However, it has always been a time-consuming task to manually review those videos to identify WWD incidents. The objective of this study was to develop an unsupervised trajectory-based method to automatically detect WWD incidents from regular traffic videos (not limited by mounting height and angle). The principle of the method includes three primary steps: vehicle recognition and trajectory generation, trajectory clustering, and outlier detection. This study also developed a new subtrajectory-based metric that makes the algorithm more adaptable for vehicle trajectory classification in different road scenarios. Finally, the algorithm was tested by analyzing 357 h of traffic videos from 14 partial cloverleaf interchange terminals in seven U.S. states. The results suggested that the method could identify all the WWD incidents in the testing videos with an average precision of 80%. The method significantly reduced person-hours for reviewing the traffic videos. Furthermore, the new method could also be applied in detecting and extracting other kinds of abnormal traffic activities, such as illegal U-turns.
In recent years, rectangular flashing beacons (RFBs) and other technologies have been used as wrong-way driving (WWD) countermeasures on limited access facilities. Studies have shown that these devices effectively reduce WWD, but no research has compared the financial benefits and costs of these countermeasures. Three different methodologies were used to conduct benefit–cost analyses for RFB WWD countermeasures installed on Central Florida toll road exit ramps. The studied benefits included savings from reductions in WWD crashes, non-crash events, and injuries, whereas costs included equipment, installation, and maintenance costs. For the first two methodologies, the reduction in WWD crash risk (WWCR) at the RFB-equipped ramps was determined. This WWCR considered non-crash WWD events, interchange design, and traffic volumes. Different measures of effectiveness (turn-around percentage of detected wrong-way vehicles at the RFB ramps and reduction in WWD 911 calls and citations at the RFB interchanges compared with similar comparison interchanges without RFBs) were used in these two methodologies to estimate the WWCR reduction and associated savings. For the third methodology, the relationship between WWD crashes and non-crash events was used to determine the average savings for WWD 911 calls and citations. Before–after analyses were then conducted to determine the individual reductions in WWD 911 calls and citations. Applying these three methods resulted in life-cycle benefit–cost ratios ranging from 2.49 to 4.10 (crash savings) and from 4.77 to 7.20 (injury savings). Other agencies could use these methodologies to determine the benefits of WWD countermeasures or other technologies with limited crash data.
The nature of wrong-way driving (WWD) crashes on limited access facilities makes it difficult for agencies to combat them effectively. WWD countermeasures equipped with Intelligent Transportation Systems (ITS) technologies, such as warning lights and detection devices, have been proven to reduce WWD. However, agencies often cannot deploy these ITS countermeasures at all exit ramps due to their expense. This paper discusses an innovative WWD countermeasure optimization approach to help agencies identify the optimal deployment locations based on available resources. The approach consists of a WWD crash risk (WWCR) model and a WWD countermeasures optimization algorithm. The WWCR model uses non-crash WWD events, interchange designs, and traffic volumes to predict the number of WWD crashes on multi-exit segments of limited access facilities. Then, the optimization algorithm uses the model results to identify the best exits for ITS countermeasure deployment based on WWCR reduction, available resources, and other applicable constraints. This approach was applied to the Florida’s Turnpike Enterprise (FTE) toll road network. Twenty-four segments were identified as WWD hotspots due to high WWCR. Three different optimization scenarios were tested to show how different constraints affect the results. These scenarios resulted in 38% to 41% of the maximum possible WWCR reduction by equipping only 39 of the 196 FTE ramps (20%) and could help FTE better utilize its investment by 36% compared to only equipping ramps in the identified 24 WWD hotspots. Other agencies could personalize this approach based on their available resources, and preferred WWD countermeasures to achieve similar benefits.
De bestaande literatuur over spookrijden geeft een volledig en consistent beeld van de oorzaken en aanleidingen van spookrijden, namelijk het kiezen van de afrit in plaats van de toerit naar de autosnelweg, ouderdom bij de bestuurder, moment op de dag, in het bijzonder avond-en nacht, en het gebruik van alcohol en/of drugs door de bestuurder. De data ondersteunt dat het moment op de dag belangrijk is, alsook de trend dat spookrijden vaker voorkomt in het weekend dan werkdagen. Wat betreft maatregelen zijn wegmarkeringen, bebording en algemeen wegontwerp en-beeld veelgenoemde maatregelen. Intelligente maatregelen worden nog niet veel genoemd en daarom is in dit paper getracht dergelijke maatregelen te identificeren en te beoordelen op basis van expert judgement. De conclusie daarvan is dat, gegeven de set van criteria en alternatieven, de checklist voor wegontwerp en-beeld het beste alternatief is. Verbetering van GPS/navigatiesystemen en verkeersbordherkenningssystemen zijn meer intelligente ITS toepassingen die eveneens goed scoren. Trefwoorden spookrijden, verkeersveiligheid, C-ITS, wegkantsystemen, in-carsystemen.
Providing drivers with open sight distance on entrance ramps can help prevent wrong-way entries at interchange terminals. For partial-cloverleaf (parclo) interchange terminals with close-spaced two-way ramps, appropriate intersection balance and median barrier lengths can provide motorists with a better view of entrance ramps and a better turning radius. A current best intersection balance practice by Washington State Department of Transportation (WSDOT) is to locate the stop line at no more than 60% of the way through the intersection. However, this has not been proven for safety benefits. To fill this void, this paper provides a comprehensive evaluation of the impact of stop line positioning based on wrong-way crash data analysis. Effects of different lengths of the median barriers used to separate two-way ramps on left-turn driver sight distances were also investigated by analyzing driver perspectives of roadway information with a three-dimensional (3D) simulation and analytical methodology. Conclusively, the current best practice was proven effective in deterring wrong-way driving, and general guidelines for appropriate median barrier lengths on two-way ramps were developed.
Based on past studies, exit ramp terminals are the common locations for drivers to enter a physically separated highway in the wrong direction. Currently, many drivers, especially nonlocal drivers, often rely on voice-guided navigation apps and Global Positioning System (GPS) devices to navigate their routes on and off freeways. A few studies have reported that GPS devices sometimes give drivers wrong information and cause wrong-way entry into a freeway, especially at some confusing interchanges, such as partial cloverleaf and compressed diamond interchanges. The access points located close to exit ramps may also cause a problem for GPS devices in sending accurate voice-guidance. It is unknown if current GPS devices are capable of properly informing drivers regarding turning movements in advance of exit ramp terminals at some common interchanges. The objective of this study is to evaluate the most commonly used GPS devices/navigation apps to identify existing problems and their potential for reducing wrong-way driving (WWD) incidents at interchange terminals. Field experiments were conducted at 10 common freeway interchanges or interchanges with nearby access driveways in the state of Alabama. Results show that most GPS devices have difficulty in providing correct guidance when the spacing between an access point and an exit ramp is less than 300 feet. Our comparison of five different GPS devices used on the same routes reveals that navigation apps have more limitations in guiding drivers than stand-alone GPS devices. Recommendations are offered to help GPS mapping companies improve their devices or add new features to reduce the occurrence of WWD.
Crash data on Alabama Interstates were collected across a five-year time period from 2009 to 2013, and true wrong-way driving (WWD) crashes were identified using the hardcopy of crash reports and existing maps. The crash data contained 18 explanatory variables representing the driver, temporal, vehicle, and environmental information. A Firth’s penalized-likelihood logistic regression model was developed to examine the influence of the explanatory variable on the dichotomous dependent variable (type of crash, i.e., WWD vs. non-WWD). This model is an appropriate tool to control the influence of all confounding variables on the probability of WWD crashes while considering the rareness of the event (i.e., WWD). A separate model using the standard binary logistic regression was also developed. Two information criteria (AIC and BIC) obtained from both developed models indicate that for our database, Firth’s model outperforms the standard binary logistic model and provides more reliable results. Using Firth’s model, explanatory variables including month of the year, time of the day, driver age, driver mental and physical condition, driver’s residency distance, vehicle age, vehicle damage, towing condition, airbag deployment status, and roadway condition were found to characterize WWD crashes. Based on the obtained odds ratio (OR), this paper discusses the various effect of the identified variables and recommends several countermeasures for policy makers in order to reduce the WWD issue on Alabama Interstates.
Wrong-way driving (WWD) incidents garner considerable interest from the media, elected representatives, and policy makers. Almost a half-century after Hulbert and Beers (1966), the National Transportation Safety Board and others continue to research WWD countermeasures. The recent increase in WWD re-kindled a national discussion in the United States of America, and is bringing about a significant change in the approach to addressing this crash type. The main purpose of this work is to present a policy-oriented framework toward addressing WWDs in a systematic manner and to suggest a systemic discipline for transforming policy objectives to actionable outcomes. To accomplish this goal, the leadership of the Florida Department of Transportation played a pivotal role in converting strategy to reality by promoting organizational linkages and active collaboration. The method included: (a) implementing pilot projects; (b) conducting a statewide study with crash evaluation and field reviews, identifying interchange types, and developing countermeasures; (c) evaluating and deploying experimental devices specifically approved by the Federal Highway Administration; (d) conceptualizing a human factors study; (e) transforming recommendations to design guidance; (f) discussing with planners on interchange types susceptible to WWDs; (g) retrofitting exit ramps with the recommended countermeasures; and (h) leveraging the media to promote awareness and to educate the public about the dangers of driving under the influence. The result of this policy push is that, from an engineering view point, design changes were made; from an education perspective, WWD awareness was prioritized; and from an enforcement angle, the Florida Highway Patrol proactively detects and addresses WWD crashes.
Driving the wrong way on high-speed, physically divided highways, namely wrong-way driving (WWD), has been a consistent issue in the United States since the introduction of the interstate system in the 1950s. This type of crash, which constitutes only about three percent of crashes on these facilities, tends to be more severe, increasing the probability for fatalities or incapacitating injuries. Despite employing numerous countermeasures to mitigate WWD issues in the nation, few researches have been conducted to investigate the effectiveness and the level of acceptance of these countermeasures. The purpose of this paper is to fill this gap by assessing the information gathered from a survey at the first National WWD summit held in July 2013 and by studying emerging countermeasures currently employed in various jurisdictions. On the basis of analyzing the survey results and implemented countermeasures, an insight into various characteristic aspects of WWD countermeasures is provided.
Past studies indicated that interchange configurations, access control, and geometric design are related to wrong-way driving (WWD) and minor ramp geometric changes can be effective in reducing the number of wrong-way entries onto freeways. In this paper, access management techniques and geometric elements, which are capable of discouraging wrong-way maneuvers, are identified and discussed. Additionally, every aspect of these elements, including interchange types, exit ramp terminals, frontage roads, raised medians, channelizing islands, and control radius, and their relationship to WWD is investigated. Furthermore, a survey questionnaire was also designed to ask professionals to rank these elements based on the level of attention they received in different jurisdictions. The aforementioned elements should be given special consideration during the design stage of interchanges and intersections.
Driving the wrong way on high-speed, physically divided highways, namely wrong-way driving (WWD), has been a consistent issue in the United States since the introduction of the interstate system in the 1950s. This type of crash, which constitutes only about three percent of crashes on these facilities, tend to be more severe, increasing the probability for fatalities or incapacitating injuries. Despite employing numerous countermeasures to combat WWD issues in the nation, no recent research has been conducted to investigate the effectiveness and level of acceptance of these countermeasures and current practices. The purpose of this paper is to fill this gap by assessing the information gathered from a survey at the first National WWD Summit held in July 2013 and by studying emerging countermeasures currently employed in various jurisdictions. On the basis of analyzing the survey results and developed countermeasures, an insight into various characteristic aspects of WWD countermeasures is provided.
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