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During this review process it was determined that research was needed to understand and develop effective countermeasures for wrong-way movements onto freeways and other restricted roads. This research provides TxDOT staff with preventative measures for reducing the frequency and severity of wrong-way entries onto freeway facilities throughout Texas. Researchers performed the following tasks during the project: established state-of-the-practice on safety, design, and operational issues for wrong-way movement on freeways; surveyed state DOTs to get information on typical wrong-way signing and marking and any innovative practices; quantified the frequency, severity, and other important characteristics of wrong-way crashes in Texas based on a review of crash reports and coordination with 911 public safety answering points; identified available countermeasures to reduce wrong-way movements and crashes; evaluated the feasibility and applicability of the available countermeasures to address Texas problems; documented typical situations that were more likely to produce wrong-way entry issues; developed guidelines/recommended practices for application of wrong-way countermeasures and treatments; and developed a checklist for field crews to use for reviewing wrong-way entry issues or suspected problem locations.
Drivers who make wrong-way entries onto freeways pose a serious risk to the safety of other motorists and themselves. This report documents the recommended guidelines and best practices developed during the project. The research team based the guidelines and best practices on the results of the literature review, surveys, analysis of freeway-related wrong-way crashes in Texas, and evaluation of available countermeasures. This report also provides a wrong-way entry checklist for engineers and field crews to use for reviewing wrong-way entry issues or suspected problem locations. This checklist was based on one currently used by the California Department of Transportation with some additions based on project findings.
A wrong-way car stop device was installed on the East Ponce de Leon Avenue exit ramp from I-285 southbound near Atlanta. The device installed is a spring mounted collapsing curb that will collapse when hit by exiting vehicles but will obstruct entering vehicles. This device was evaluated, the wrong-way entry problem in the Atlanta area was assessed and the state-of-the-art in wrong-way entry preventatives was surveyed. Time- lapse video taping was used to observe the wrong-way car stop device. During 17 nights of taping a total of 6 wrong-way movements were observed, and one of these proceeded past the device and out of view of the camera. Findings of the research are that further steps should be taken to reduce wrong-way entries; that ramp signing and marking should be periodically inspected and maintained; and that the device is sufficiently durable and should be considered where less expensive methods of preventing wrong-way entries are not effective.
An evaluation of the results of a two-year survey of incidents of wrong-way driving on Virginia highways revealed that the majority of them originated at diamond type interchanges. On-site investigations of a number of the interchanges at which instances of wrong-way driving had been noted suggested several improvements. The report discusses measures for preventing wrong-way entries at interchanges and presents case studies of four of the interchanges visited. Some of the recommendations are given below: (1) Channelize the left lane of the exit ramp and remove the left end flare, preferably by providing a corner barrier. The corner barrier will prevent the use of shoulders for a wrong-way turn. (2) Properly locate signs based on the size of letters or symbols in the message and the cone of vision. (3) Provide intersection geometry information to the drivers entering a four-lane divided highway in the form of an information geometry sign. (4) As an aid to mentally impaired drivers, provide supplemental signs with pavement markings and spotlighting to make entry ramps conspicuous and exit ramps inconspicuous. Specific techniques like the provision of double yellow lines without full openings, continuation of pavement edge lines across exit ramps, and bringing stop lines closer to pavement edge lines seem to pay off and are recommended for further evaluation.
Senate bill 233 (Davis 1987) required a current study on the wrong-way problem on freeways. This report discusses solutions developed over the years to prevent wrong-way driving by Caltrans, results of recent camera surveillance studies and the current annual wrong-way monitoring program. To determine if other states had developed any new solutions to the problem, traffic engineers from all the states were surveyed. The recommendations to prevent wrong-way accidents are in the areas of sign maintenance, annual accident monitoring using a check-list process, ramp and intersection design, and reducing drunk drivers. It also recommends the purchase of new still camera, video, or movie camera and detector equipment, and continuing the pavement light experiment in San Diego.
"This report completes and updates the first edition of NCHRP Report 600: Human Factors Guidelines for Road Systems (HFG), which was published previously in three collections. The HFG contains guidelines that provide human factors principles and findings for consideration by, and is a resource document for, highway designers, traffic engineers, and other safety practitioners."--Foreword.
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.