Chapter 5
Future Needs
This report has been prepared to provide a better
understanding of the red-light running problem and to
provide information and case studies regarding how
various engineering measures can be implemented to
reduce the extent of red-light running. The solution to
the red-light running problem also requires education
and enforcement measures. An enforcement measure
that has emerged in several jurisdictions throughout the
United States is the use of automated-camera systems.
These automated systems can be a viable
countermeasure to red-light running violations and to
resulting crashes. However, jurisdictions now using or
contemplating using automated systems should ensure
that candidate intersections have had engineering
deficiencies corrected. In many cases, the engineering
measures discussed in this report can provide a lasting
and acceptable solution to a red-light running problem.
Further improvements in red-light running violations
and crash reductions can be achieved through the
following future activities:
- Research and development;
- Improved data related to red-light running crashes;
- Improved guidelines and standards; and
- Improved procedures and programs.
These activities are discussed below as concluding
remarks to this red-light running countermeasures
toolbox.
RESEARCH AND DEVELOPMENT
Research and development is suggested in the
following areas:
- Better understanding of root causes of red-light
running. With heightened awareness of the
problem of red-light running, we are starting to
become more knowledgeable as to why motorists
intentionally or unintentionally run red lights.
However, more research is needed to better
understand the root causes of why motorists run red
lights at traffic signals. Are the causes related to:
(1) driver behavioral factors-impatience and/or
disrespect for traffic laws; (2) driver capability and
performance factors such as diminished vision and
perception-reaction time; or (3) roadway and traffic
control deficiencies such as inadequate signal
visibility and/or improper signal timing? No doubt,
all three factors act independently or in
combination to cause a motorist to run a red light.
Researchers in sociology, human factors and traffic
engineering need to combine their expertise to
identify the root causes of a red-light running
problem. A complete understanding of this
phenomenon will allow the safety community to
identify appropriate countermeasures, whether
they are engineering, education, or enforcement.
- Quantification of crash reduction potential of
various countermeasures. In Chapter 3, several
engineering countermeasures were presented, and
where known, their effectiveness in reducing redlight
running related crashes was documented.
Unfortunately, only limited information is available that would provide reliable estimates of
crash reduction potential for each of the measures
singularly or in combination. As jurisdictions begin
to implement red-light running countermeasures,
they should conduct evaluations. A clearinghouse
for receiving and distributing information on
evaluations would help transportation engineers to
decide which countermeasures to deploy.
The safety effectiveness of automated-enforcement
systems need to be fully understood and guidelines
for where they should or should not be used should
be developed. As noted in this toolbox, it has been
shown that automated systems can reduce
violations and resulting crashes. However, not
enough is known about how different operating
features associated with these systems, such as
advance warning signs, types of intersections, level
of fines, public information programs, etc.,
influence the level of effectiveness. Knowledge of
these relationships will allow for better deployment
guidelines.
- Development and evaluation of Intelligent
Transportation Systems (ITS) technologies. The
continuing development of a variety of ITS
technologies, both for the infrastructure and the
vehicle, hold promise for providing a safer road
system and specifically for the red-light running
problem. The Federal Highway Administration has a comprehensive research and development
program for developing intersection collision
avoidance systems. From the roadway side, this
involves vehicle detection systems (in-pavement
and overhead) and dynamic warning signs, placed
roadside or adjacent to signal heads, that will
determine if a motorist is likely to run a red light
and give warning to the cross street motorist.
There already exists technology, known as "redlight
hold" systems that will extend the cross street
red signal momentarily under the same conditions;
improvements can be expected soon. ITS systems
are currently being developed that can predict
when a vehicle will violate a signal and then
provide a warning to that vehicle. An infrastructurebased
warning system is illustrated in Figure 5-1.
It is anticipated that the next generation of collision
avoidance systems will include in-vehicle warning
systems to accompany infrastructure detection
systems. The system illustrated in Figure 5-1 could
be modified to a cooperative system such that the
infrastructure would detect that the vehicle was in
danger of violating the signal and the vehicle
would provide the warning to the driver.
Eventually, vehicles will have the technology to
provide vehicle-to-vehicle dynamics and provide
warnings of possible intersection collisions.
 IMPROVED CRASH DATA FOR RED-LIGHT RUNNING
In Chapter 2, statistics on the frequency and
characteristics of red-light running crashes were
provided. However, these statistics must be viewed as
estimates, albeit reasonable, because existing crash
databases do not allow accurate identification of
crashes attributed to red-light running. The data come
from the police crash report and police are sometimes
reluctant to cite the motorist for running a red light,
especially if they cannot determine for certain who is
the offending party. A review of the narrative or
diagram requires confirmation that the crash did
involve a red-light violator. While a change in the crash
reporting form to deal with this issue is desirable, at
least more caution in entering the data into electronic
databases is needed. Also, agencies need an efficient
data retrieval system that will allow the continuous
monitoring suggested in Chapter 4.
IMPROVED GUIDELINES AND/OR STANDARDS
Hopefully, this informational report has given those
responsible for operation of traffic signals guidance on
how to identify a red-light running problem and what
countermeasures, especially engineering related, could
be used to mitigate the problem. As best that could be
done based on available information, guidelines are
provided where a specific measure is most appropriate.
However, better guidance on what measure is most
appropriate for a given situation is needed. This
guidance can follow from the research and development
program noted above and from the experiences gained
by the traffic engineering community.
The MUTCD provides standards and guidance related
to traffic-signal design and operations and the
associated traffic signs and markings, which draw from
research and field experience. Adherence to these
standards and guidance provides for uniform and
consistent application of traffic-control devices. While
this is generally true, there are significant variations in
practices across the country, which can lead to motorist
confusion and misunderstanding that might be reflected number, placement and configuration of the signals-
and the operation-signal phasing, clearance intervals,
etc.-would be beneficial to citizens that frequently
drive in many states. While the unique requirements of
a specific location will always need to be considered by
the engineer, the focus of traffic-signal design and
operation should be to deliver consistency (and
uniformity) to the motorist in terms of head placement
(signal visibility) and operation such as the length of
yellow change and all-red clearance intervals.
IMPROVED PROCEDURES AND PROGRAMS
The solution to the red-light running problem requires a
comprehensive and coordinated program that involves
those stakeholders responsible for providing a driving
environment that is as safe as possible. From the start,
driver-licensing agencies should ensure that new
drivers understand basic rules of the road and the
meanings and operations of traffic control devices. This
is normally accomplished through driver manuals and
driver testing for licensing. Education officials have a
role in ensuring this information is acquired through
driver training. In the case of red-light running,
education continues for experienced drivers through
public information and awareness campaigns that
highlight the problem and its consequences. Education
and public information programs are especially
required when automated enforcement is utilized.
Automated-enforcement programs are better accepted
by the community and are more effective, if the public
understands why they are being used, that other
measures have been used and have not solved the
problem, and that the program is carried out fairly.
Enforcement officials have the responsibility of
assuring that road users adhere to traffic laws and take
corrective action when they do not. Coordination
between the enforcement and engineering community is
needed to identify where there are high incidences of
violations that are resulting in crashes. Enforcement
officials should have a basic understanding of trafficcontrol
devices and recognize where there are
engineering deficiencies that may contribute to the
violations.
The public works and engineering professionals
responsible for the streets need to be aware of accepted
standards and guidance that relate to the design and
operation of traffic signals. They have a responsibility
for monitoring the crash experience of their street
system so that they can identify when a problem is
emerging.
The stakeholders representing engineering, education
and enforcement need to work together, developing
programs and procedures that would allow for these
actions to be carried out efficiently and effectively.
Sometimes, this needed alliance can be achieved
through partnerships formed between public agencies
and private entities. Frequently, added funding can also
be obtained when private and quasi-public entities
interested in safety participate. An example of this can
be seen in Michigan where an alliance of several groups
was forged through the efforts of AAA Michigan.
Red-light running continues to be a significant national
safety problem. The occurrence of red-light running and
moreover the crashes that result from red-light running
can be reduced at intersections through education,
enforcement and engineering. This report provides
information to engineers, law enforcement officials,
elected and appointed officials and the general public to
help accomplish the goal to reduce red-light running
crashes.
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