Transit Signal Priority (TSP) and Bus Rapid Transit (BRT) are innovative Intelligent Transportation System (ITS) tools that can reduce travel times for buses. Combining TSP and BRT can significantly improve bus travel, but can negatively impact network traffic operations. Although TSP has been implemented worldwide, few previous studies holistically examined the effects of using various conditional and unconditional TSP strategies with or without a BRT system. This research simulates multiple TSP and BRT combination scenarios to understand their impact on traffic operations, including crossing street traffic. A test bed along International Drive (I-Drive) in Orlando, Florida, was chosen as the simulation area. Field data collected for this test bed, which included traffic volumes, bus travel times, and traffic signal control data, were used to develop, calibrate, and validate the simulation model. Results showed that BRT with Conditional TSP 3 minutes behind significantly improved travel times, average speed, and average total delay per vehicle for the main through movements compared with no BRT or TSP, with only minor effects on crossing street delays. BRT with Unconditional TSP resulted in significant crossing street delays, especially at major intersections with high traffic demand, indicating that this scenario is impractical for implementation. The simulation suggests that BRT and TSP will be most effective when used in areas where crossing street volumes are low. However, it is unknown how these ITS tools affect pedestrian traffic. Using optimization methods can determine the best strategy to balance transit and pedestrian traffic.

Wrong-way driving (WWD) often leads to severe collisions that cause serious injuries and deaths. Conventional “Wrong Way” signs can reduce WWD events, but can be insufficient in some cases. In areas with many WWD events, transportation agencies can be proactive by considering the use of countermeasures with advanced technologies to actively warn motorists of WWD violations. This paper analyzes recent performance data collected from two types of advanced technology WWD countermeasures implemented in Florida: light-emitting diode (LED) signs in South Florida and rectangular flashing beacon (RFB) signs in Central Florida. The 17 LED sites experienced a 38% reduction in WWD citations and 911 calls after the signs were installed. Images taken by the on-site cameras were examined to see how many vehicles turned around for both the RFB and LED treatment sites. Over 77% of the 170-detected wrong-way vehicles self-corrected their wrong-way movement at the RFB sites (each with two sets of signs and multiple cameras) and 14% self-corrected at the LED sites (each with one set of signs and one camera). Surveys were also conducted regarding these two WWD countermeasures. More than 73% of the 2,052 respondents preferred RFBs over LEDs, mainly due to the double set of RFB signs and their flashing pattern. The performance and survey results show that both the LEDs and RFBs have effectively reduced WWD movements. However, modifications could be made to both countermeasures to improve their detection ability and make wrong-way drivers more likely to turn around.

Wrong-way driving (WWD) is hazardous on high-speed limited access facilities. Traditional signage and pavement markings will not always prevent intoxicated or confused drivers from entering these facilities the wrong way. To better alert wrong-way drivers, agencies can consider WWD countermeasures equipped with advanced technologies (including warning lights and detection devices) on exit ramps. However, these countermeasures can be expensive for agencies to install on entire roadways or corridors. This paper develops an innovative WWD crash risk (WWCR) reduction approach consisting of a WWCR segment model and an optimization algorithm that can be used to help agencies decide where to install WWD countermeasures. The approach examines segments of limited access facilities to determine the interchanges where advanced technology WWD countermeasures will provide the greatest reduction in WWCR based on an agency’s available resources. A hypothetical example application of this approach is shown for the Central Florida Expressway Authority toll road network. This example shows how the WWCR reduction approach can help agencies identify the optimal investment level and high-risk locations. It also shows how the optimization algorithm can provide significant cost savings compared with equipping entire roadway segments (57% savings) or corridors (83% savings). Agencies can customize the algorithm by adding constraints to represent various scenarios and make the algorithm applicable for networks ranging from single roadways to statewide systems. This WWCR reduction approach could be utilized by agencies nationwide to help them save resources and prioritize investment.

Wrong way driving (WWD) crashes on high-speed limited access facilities often cause severe injuries and deaths. Conventional “Wrong Way” signs can reduce WWD events but can be insufficient in some cases. Intelligent Transportation Systems (ITS) WWD countermeasures can more effectively notify wrong-way drivers of their mistake. This paper compares the safety performance of two types of ITS WWD countermeasures implemented in Florida: Light-Emitting Diode (LED) signs in South Florida (which include one set of signs and one camera) and Rectangular Flashing Beacon (RFB) signs in Central Florida (which include two sets of signs and three cameras). The reduction in WWD events (911 calls and citations) and the percentage of wrong-way drivers who self-corrected their WWD behavior were used as surrogate safety performance measures instead of crashes, since WWD crashes are rare. Chi-squared tests revealed a significant reduction in WWD events at the LED and RFB treated sites compared to control sites without these countermeasures. Comparison group analyses indicated that the LED and RFB countermeasures reduced WWD events by 48.1% and 69.4%, respectively. Additionally, photographs taken by cameras on the countermeasures and/or closed-circuit television cameras monitored by the traffic management centers showed that over 16% of the 72 detected wrong-way vehicles self-corrected at the LED sites and 81% of the 353 detected wrong-way vehicles self-corrected at the RFB sites. The methods and results in this paper can help transportation agencies throughout the United States identify the most suitable WWD countermeasures and evaluate their performance.

Wrong-way driving (WWD) on limited-access highways is a serious driver error that could be fatal for both the wrong-way driver and right-way drivers. Agencies and law enforcement officers (LEOs) can spend valuable time and resources responding to WWD events. A survey of 247 LEOs found that despite being dispatched multiple times per year in response to WWD, most issue fewer than one WWD citation per year. In the survey, LEOs also gave their perspectives on the characteristics of WWD events and the influences behind WWD. Agencies typically use dynamic message signs (DMS) for notifying right-way drivers of WWD events, but little research has considered solutions that are less costly and potentially farther-reaching. A survey of 900 Florida toll-road drivers found that drivers rely on navigation devices, apps, or both, significantly more than DMS for traveler information. Drivers were receptive to receiving WWD alerts through navigation services and indicated that they would react to WWD events in a way that is beneficial to highway safety. Crowdsourcing technologies were considered to generate WWD information and quickly disseminate alerts to drivers and officers. Additional survey questions answered by a combined group of 2,052 drivers, LEOs, and agency officials determined that among advanced WWD countermeasures, most preferred two sets of “Wrong Way” signs equipped with rectangular flashing beacons over one set of signs with light emitting diodes. Combining advanced countermeasures with innovative right-way driver notification methods could enhance law enforcement efficiency, reduce WWD crashes, and provide safer conditions for both drivers and officers.