Modeling the Risk of Wrong-Way Driving on Freeways and Toll Roads

Kayes

et al. 2019

Self Cite

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.

Section: Literature Reviewmentioning

confidence: 99%

Benefit–Cost Analyses of Rectangular Flashing Beacon Wrong-Way Driving Countermeasures on Toll Road Exit Ramps in Florida

Kayes

et al. 2019

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“…As crashes are rare in nature, it is not always recommended to wait until crashes happen before introducing countermeasures. Study findings by UCF using non-crash WWD data have been adopted by transportation agencies to implement WWD countermeasures in South Florida and Central Florida (2,(4)(5)(6).…”

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confidence: 99%

Wrong-Way Driving: A Regional Transportation Systems Management and Operations Approach to a Regional Problem

Faruk

et al. 2018

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Wrong-way driving (WWD) has been problematic on United States highways for decades despite its rare occurrence. Since WWD crashes are rare, recent researchers have studied WWD non-crash events such as WWD 911 calls and WWD citations to understand the overall nature and trend of WWD. This paper demonstrates the regional nature of the WWD problem and proposes regional transportation systems management and operations (TSM&O) solutions to combat this problem. Specifically, it was found that 11% of all WWD multi-data events (e.g., multiple 911 calls for the same WWD event) involved travel from one county to another. Additionally, 30% of all WWD single-data and multi-data events occurred at or near interchanges between two limited access highways in counties with multiple operating agencies. This indicates that a significant proportion of WWD events could potentially travel from one limited access facility to another. Moreover, 28% of WWD events occurred on limited access facilities shared by multiple operating agencies. To emphasize the regional nature of WWD, this paper determined the vulnerable demographic groups in different regions of Florida by developing WWD crash and citation prediction models. The models’ findings indicate that certain demographic groups (e.g., elderly drivers) increase WWD risk. The models’ results can be used to improve driver education and increase law enforcement presence in high risk WWD locations. Regional TSM&O solutions, such as coordination and communication among agencies and traffic management centers (TMCs), law enforcement co-location with TMCs, and strengthening statewide TSM&O programs to manage WWD events are also proposed.

“…This research presents two approaches to identify WWD hotspots for advanced countermeasure implementation. The first approach is an extension of previous research conducted by the University of Central Florida (UCF) (1)(2)(3)(4)(5)(6). UCF previously developed a new approach to crash risk modeling that predicted WWD crashes on entire roadways and roadway segments and applied it to South Florida (1).…”

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confidence: 99%

“…The first approach is an extension of previous research conducted by the University of Central Florida (UCF) (1)(2)(3)(4)(5)(6). UCF previously developed a new approach to crash risk modeling that predicted WWD crashes on entire roadways and roadway segments and applied it to South Florida (1). This paper expands that approach to Central Florida, which was determined to be the second WWD hotspot area after South Florida (2).…”

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confidence: 99%

“…These studies found that WWD is more common than indicated by crash, citation, or 911 call data, because only 10% of surveyed Central Florida toll road drivers who saw a WWD event reported it (15)(16)(17). UCF's research started in Central Florida but has since expanded throughout the state, with emphasis on South and Central Florida, the WWD hotspot areas (1)(2)(3)(4)(5)(6)(15)(16)(17)(18). This research has included the development of new WWD models that can utilize WWD citations and 911 calls, roadway design characteristics, and traffic volumes to predict WWD crash risk at the regional, county, and roadway levels (1)(2)(3)(4)(5)(6).…”

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confidence: 99%

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Identifying Wrong-Way Driving Hotspots by Modeling Crash Risk and Assessing Duration of Wrong-Way Driving Events

Rogers

2017

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Because wrong-way driving (WWD) crashes are often severe, it is important for transportation agencies to identify WWD hotspot segments appropriate for potential implementation of advanced WWD countermeasures. Two approaches to identify these hotspot segments were developed and applied to a case study of limited-access highways in Central Florida. The first approach used a Poisson regression model that predicted the number of WWD crashes in a roadway segment based on WWD citations, 911 calls, traffic volumes, and interchange designs. Combining this predicted crash value with the actual number of WWD crashes in the segment gave the WWD crash risk of the segment. Ranking roadway segments by WWD crash risk provided agencies with an understanding of which segments had high WWD crash frequencies and high potential for future WWD crashes. This approach was previously applied to South Florida; the research presented here extended this approach to Central Florida. The second approach was based on operational data collected in traffic management centers and could be used if accurate WWD 911 and citation data with GPS location were not available or as a supplement to the first approach. The approach identified and ranked WWD hotspots on the basis of the reported duration of WWD events. In Central Florida, the results of the two approaches agreed with each other and were used by agencies to decide where to implement advanced WWD countermeasures. Together, these approaches can help transportation agencies determine regional WWD hotspots and cooperate to implement advanced WWD countermeasures at these locations.