Install wrong-way driver warning signs, pavement markings, and advanced technology to detect and warn wrong-way drivers, particularly at high-speed intersections with medians where drivers are likely to turn into oncoming traffic.
- Form regional task forces that include the state transportation agency, local transportation agencies, local law enforcement agency, and other entities to share information about wrong-way driving events and collaborate on methods and countermeasures to address the issue.
- Use 911 call logs and/or crash data to identify the location of wrong-way events/crashes and the characteristics of wrong-way drivers. While event and crash data typically do not provide the actual wrong-way entry point, these data can be used to determine corridors with a high frequency of wrong-way maneuvers.
- Conduct field reviews of exit ramps and intersections in the identified area to ensure the signing and pavement markings in place meet the current state standards and are in adequate condition. Any noted traffic control device deficiencies should be corrected as soon as possible. The field review should also note other items that may increase the likelihood of wrong-way maneuvers, such as the location of nearby businesses that serve alcohol and special event facilities, the location of driveways near the ramp, the downstream intersection geometry and traffic control devices, and the interchange design. A one-page field review sheet can be found in Appendix B of Texas A&M Transportation Institute Research Report 0-6769-1.
- Consider low-cost signing and pavement marking countermeasures, such as:
- Additional DO NOT ENTER and/or WRONG WAY signs.
- Oversized DO NOT ENTER and/or WRONG WAY signs.
- Lower-height DO NOT ENTER and/or WRONG WAY signs.
- WRONG WAY arrow pavement markings.
- Red retroreflective sheeting on DO NOT ENTER and WRONG WAY sign supports.
- Consider active detection and warning systems, such as:
- Red flashing lights around the border of WRONG WAY signs.
- Blank-out WRONG WAY signs.
- Internally illuminated WRONG WAY signs.
- Consider access management and geometric modifications.
- Identify innovative countermeasures, and fund research to examine their design, feasibility, and effectiveness.
- Develop cost estimates for the purchase, installation, and maintenance of selected countermeasures.
- Obtain funding to purchase and install selected countermeasures.
- Install, document, and test selected countermeasures.
- Evaluate installed countermeasures using wrong-way driving event and crash data, as well as surrogate measures (e.g., percent self-corrected).
- Document and share evaluation results and lessons learned.
TxDOT, city agencies, municipalities, and law enforcement agencies
Forming regional task forces: 1 to 3 months.
Obtaining and analyzing wrong-way driving event and/or crash data: 1 to 3 months.
Conducting field reviews: 1 to 3 months.
Implementing low-cost signing and pavement marking countermeasures: 1 to 3 months.
Implementing active detection and warning systems: 6 months to 1 year.
Implementing access management and geometric modifications: 1 to 3 years.
Researching innovative countermeasures: 1 to 3 years.
Evaluating installed countermeasures: 1 to 5 years.
- Sample sizes insufficient to establish expected effectiveness.
- A large number of freeway exit ramps and divided highway intersections.
- Lack of data about actual entry points (i.e., where the wrong-way maneuver was initiated).