Ahmad Alomari

Wrong-Way Driving: Multifactor Risk-Based Model for Florida Interstates and Toll Facilities

Wrong-way driving (WWD) is one of the most dangerous driver errors or behaviors on limited access facilities. Previous studies focused on analyzing WWD crashes but discovered that WWD crashes were extremely rare. Using WWD 911 calls and WWD citations, which occur much more frequently than WWD crashes, to help predict WWD risk allows roadway agencies to be proactive and implement WWD countermeasures at problem areas instead of waiting for serious WWD crashes to occur. This study developed a model to determine WWD risk according to WWD crashes, citations, and 911 calls. For the development of this novel model, a market basket analysis was used to determine the overlap between the three WWD data sets (crashes, 911 calls, and citations for the years 2011 and 2012 on Florida Interstates and toll roads). The independent WWD events were then used to develop a generalized Poisson regression model that allowed the WWD 911 calls, citations, and crash frequencies to be converted to WWD risk values. WWD risk densities were also calculated by using either vehicle miles traveled or roadway length to consider exposure. The counties and roadways were then ranked with respect to WWD risk values and densities; these rankings indicated that Miami–Dade was a problematic county because it was ranked highest by WWD risk value and its nine Interstates or toll roads were ranked in the top 15 by WWD risk density. The developed model and macroscopic rankings are very useful to help identify counties and roadways where WWD countermeasures should be implemented.

Evaluation of Conditional Transit Signal Priority Technology for Regional Implementation

This research evaluated the implementation of transit signal priority (TSP) on a test corridor along International Drive in Orlando, Florida, to see whether the implementation was successful and justified expansion to a regional implementation of TSP for bus tie-ins to the new regional SunRail commuter rail in Central Florida. TSP is a technology that provides preferential treatment to buses at signalized intersections. This research demonstrated the effectiveness of TSP in improving bus corridor travel time in a simulated environment by using real-world data for the International Drive corridor. Evaluation was conducted with microsimulation to compare unconditional and conditional TSP with the no TSP scenario. This evaluation looked at performance metrics (for buses and all vehicles), including average speed profiles, average travel times, average number of stops, and crossing street delay. Different conditional TSP scenarios of activating TSP when a bus is 3 or 5 min behind schedule were considered. The simulation demonstrated that conditional TSP significantly improved bus travel times with little effect on crossing street delays. Unconditional TSP resulted in significant crossing street delays at some intersections with only minor improvement to bus travel time compared with both conditional TSP scenarios. The results also showed that using TSP technology reduced the environmental emissions in the International Drive corridor. With a benefit–cost ratio of 7.92 in the International Drive corridor, conditional TSP 3 min behind schedule was determined to be the most beneficial and practical TSP scenario for real-world implementation at corridor and regional levels.

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

Wrong-way driving (WWD) is dangerous and poses a significant legal and safety risk when it occurs on limited access facilities. Most previous studies focused on WWD crashes to develop countermeasures. The combined risk of WWD citations and 911 calls, however, has been overlooked. Furthermore, because WWD crashes are rare and represent less than 3% of all crashes, such crashes are difficult to analyze. WWD prediction is an important assessment because it can help mitigate and reduce future occurrences. This paper builds on previous work pioneered by the authors in which WWD crashes were predicted with the use of WWD noncrash events (e.g., citations and 911 calls). These WWD noncrash events occur more frequently, and their data are widely available. The paper demonstrates how WWD 911 calls and citations, along with route characteristics, can be linked to WWD crashes and so target corridors for countermeasures. Two models were developed and applied in South Florida to identify WWD hot spots. The first model shows that WWD citations and 911 calls positively affect yearly crash prediction. The second model identifies hot spot segments in a route and predicts crashes during a 4-year period. This second model predicts crashes with the use of several variables, such as major interchanges per mile, directional interchanges per mile, and WWD 911 calls along the segment. The findings showed high WWD risk values on SR-821 (Homestead Extension) from Exits 20 to 39 and on SR-9 (I-95) from Exits 0 to 6B and Exits 7 to 14.

Wrong-Way Driving Prevention: Incident Survey Results and Planned Countermeasure Implementation in Florida

Wrong-way driving (WWD) crashes are rare on Central Florida roadways. However, WWD is a severe hazard, especially on high-speed limited access roadways. This research developed the first driver survey to obtain details about unreported WWD events on Central Florida toll roads and freeways. This phone survey asked participants about WWD events witnessed either by the participant or by a family member, friend, or acquaintance. The 400 completed surveys showed that State Road 408 (SR-408) and Floridas turnpike (SR-91) experienced the most WWD events. Fourteen percent of the WWD events resulted in a crash, and only 10% of the WWD events witnessed by participants were reported to law enforcement or roadway agencies, even though 50% of the events caused the survey participants to feel a high risk of danger. These results show that WWD is more frequent than indicated by crashes or 911 calls. On the basis of these results, the Central Florida Expressway Authority (formerly known as the Orlando–Orange County Expressway Authority) is pilot testing and evaluating the use of rapid rectangular flashing beacons (RRFBs) as a WWD countermeasure. This test will be the first use of RRFBs to combat WWD. Elsewhere, Floridas Turnpike Enterprise is installing flashing “Wrong Way” signs along the Homestead Extension (SR-821) and Sawgrass Expressway (SR-869) in South Florida, and the Florida Department of Transportation is implementing a variety of WWD countermeasures at I-10 ramps in Tallahassee in North Florida.

Regional Evaluation of Bus Rapid Transit With and Without Transit Signal Priority

This paper evaluates the performance of various bus rapid transit (BRT) scenarios with and without transit signal priority (TSP) in improving speeds and reducing travel times and delays on a real-life corridor along International Drive (I-Drive) in Orlando, Florida. This corridor is crucial for the regional economic prosperity of Central Florida. Microsimulation and statistical analysis were used to develop BRT models. The developed models used a variety of data to determine several measures of effectiveness for all vehicles and for buses only. Simulation results showed that TSP and BRT scenarios were effective in reducing travel times (up to 26%) and delays (up to 64%), as well as increasing the speed (up to 47%), compared with the base scenario. The most effective scenarios were achieved by combining BRT and TSP. Unconditional TSP scenarios produced significant crossing street delays, especially at high-traffic intersections, indicating that these scenarios are impractical for implementation and lead one to use the conditional TSP. The developed models with real-life data input are able to predict how proposed enhancements change the studied measures of effectiveness. The BRT models presented in this paper can be used for further sensitivity analysis on a larger regional network in the upcoming regional expansion of the transit system in Central Florida. Since this study demonstrated the operational functionality and effectiveness of BRT and TSP systems in this critical corridor in Central Florida, these systems’ accomplishments can be expanded throughout the state of Florida to provide greater benefits to transit passengers.

A technical note on evaluating the effectiveness of bus rapid transit with transit signal priority

ABSTRACT 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.

Smart Event Traffic Management: Impact on the Central Florida Regional Transportation Network and Lessons Learned

In 2008 the City of Orlando, Florida, embarked on construction of a new Amway Center to replace the existing Amway Arena. The new center was designed to host a variety of events such as concerts, arena football, graduation ceremonies, National Collegiate Athletic Association basketball, and the National Basketball Associations (NBAs) Orlando Magic home games. The Amway Center, which opened in October 2010, had a capacity of 19,000 patrons for NBA games. The Amway Center was adjacent to Interstate 4 and State Road 408 in the downtown core. To prepare for the Amway Centers event management challenges, the City of Orlandos Transportation Engineering Department utilized smart event traffic management techniques, which integrated the following system and plan components: intelligent transportation system infrastructure (software and hardware), traffic control device upgrades, regional planning efforts, and state-of-the-art safety and security protocols. These components also helped minimize the environmental impacts of traffic congestion. When designing smart event plans, it is important to consider high-threshold events such as the NBA All-Star Game for system performance and to understand the balance required for operational efficiency and security in todays global climate. In addition, infrastructure performance is critical during high-profile events so that the local economy can benefit and the municipality can stay competitive to attract more of these types of events. Finally, the resultant operational efficiency is vital for reducing the carbon footprint and negative societal impacts.

Should Legacy Highway Advisory Radio and Citizens’ Band Radio Advisory Systems Be Continued? Analysis of Traveler Usage and Satisfaction Regarding These Systems

Advanced traveler information systems (ATIS) are important to provide travelers with accurate, up-to-date travel information. With the advent of new ATIS technologies, such as smartphone applications, roadway agencies need to understand how travelers use existing ATIS technologies, such as the legacy Highway Advisory Radio (HAR). The University of Central Florida implemented three traveler surveys and one truck driver survey to obtain the opinions of Florida roadway users regarding HAR, the Citizens’ Band Radio Advisory System (CBRAS), and other traffic information sources. Travelers typically preferred dynamic message signs (32%), smartphone applications (23%), and vehicle navigation devices (21%) for general traffic information. Some 57% of travelers were aware of HAR, and 42% of these travelers had used HAR, with 84% of users expressing satisfaction with HAR. Additionally, 87% of travelers said that they would use HAR during emergencies, such as hurricanes. A tree model targeting user satisfaction was developed; the model showed that HAR users who thought HAR should be continued, or who would use HAR in emergencies, as well as more frequent HAR users, were more likely to be satisfied. Only 12% of surveyed truck drivers had ever used CBRAS, but these users tended to utilize CBRAS frequently, and 92% indicated satisfaction with CBRAS. Truck drivers preferred vehicle navigation devices (28%) and smartphone applications (22%) to receive traffic information. Even though these surveys indicate that new technologies are more popular than HAR and CBRAS, these older systems satisfy users and should be kept for redundancy; cellular communications may fail during emergencies.