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Over a four-year period beginning in 1970, wrong-way incidents and accidents on Virginia's interstate highways were reduced by 50% and those on non-interstate 4-lane divided highways by 70%. However, since 1975 an upward trend has been observed on interstate roads while the downward trend has continued on non-interstate roads. The report discusses engineering measures taken to reduce wrong-way driving; namely, the use of reflectorized pavement arrows on ramps, the elimination of pavement flares, the provision of stop lines across exit ramps near their junction with crossroads, continuation of the pavement edge line across exit ramps, continuation of double-yellow lines on 2-lane divided crossroads opposite exit ramps, reduction of the width of crossovers across exit ramps, additional guidance to local drivers on new interchanges, informing the driver of the geometry of the intersection before he enters it, and providing guidance for drivers at T-intersections without a crossover.
Presented is an evaluation of engineering measures instituted in Virginia to reduce incidences of wrong-way driving. Also discussed are the data collected in a survey of wrong-way driving incidents, the causes of wrong-way entries determined through recent on-site investigations, and corrective measures for preventing them. Measures found highly effective were the installation of reflectorized pavement arrows on ramps and the elimination of corner flares at the junction of exit ramps and crossroads. Measures suggested for further reducing wrong-way entries are (1) continuing the pavement edge line across the exit ramp or placing the stop line very close to the crossroad such that it lies within the zone illuminated by the low beam headlights of a vehicle traveling the crossroads; (2) channelizing the crossover opposite the exit ramp; and (3) placing signs and pavement markings for high visibility and legibility at night under low beam headlights.
Effectiveness at two interstate off-ramps.
The research reported here was undertaken to determine the feasibility of using raised pavement markers on interstate off-ramps in such a configuration that the driver will be alerted as a result of viewing an unexpected phenomenon. The results of this preliminary investigation show that the raised pavement marking system, consisting of a pattern of 45 markers, was effective in alerting drivers and would cause a wrong-way driver to realize his mistake according. Based on the results of this initial phase, it is recommended that the study be expanded by permanently placing raised markers at two or three interchange off-ramps for further study. It is anticipated that this recommendation will be implemented in the near future.
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