Selection and assessment of the relevant data for reducing the number of red-light running

Milan Vujanić,Nenad Marković,Dalibor Pešić,Boris Antić

doi:10.3846/16484142.2016.1174153

Abstract

Although traffic light controlled intersections separate, the traffic flows by time and space, road traffic accidents still occur, usually due to Red-Light Running (RLR). In order to define countermeasures to solve this problem, it is necessary to collect and analyze certain data that will indicate type of measures, which should be applied. In this paper, it was done on the example of one 3-leg and one 4-leg intersection where citizens provided information about frequent RLR to the City Administration of Belgrade (Serbia). The statistical significance of differences between the collected data was tested by ANOVA analysis and by PostHoc Tukey test, which showed that forecasting of second of RLR after red-light onset could effectively be conducted by Cubic distribution. In order to define the so-called RLR risk indicator for the intersection, the use of the Danger Degree (DD) indicator, that presents the rate between the number of dangerous situations caused by RLR and the total number of RLR, was proposed.

Highlights

The basic idea of introducing traffic signals at intersections is to separate space and time of opposite traffic flows and to give priority to one direction over the other
On 3-leg intersection at the approach 1 43419 vehicles moved through the intersection, of which 261 were Red-Light Running (RLR), at the approach 2, there were 40595 vehicles that moved through the intersection of which 264 were RLR, and at the approach 3, 6472 vehicles moved through the intersection, of which 28 were RLR
At the approach 3, 39826 vehicles moved through the intersection of which 236 were RLR At the approach 4, 36248 vehicles moved through the intersection of which 275 were RLR

Summary

Introduction

The basic idea of introducing traffic signals at intersections is to separate space and time of opposite traffic flows and to give priority to one direction over the other. An accident could not happen at signalized intersection because direction flows are separated, but accidents still do occur. Abdel-Aty et al (2005) found that an average of 9.6 crashes occur at signalized intersections per year, compared to two crashes per year where traffic control is obtained by the stop or yield signs. The accidents that happen at signalized intersections as a result of vehicle stopping at the Red-Light (RL) are rear-end collisions. Side impact accidents usually occur due to Red-Light Running (RLR). The consequences of those side impact accidents are more severe due to lack or lower side protection for the passengers

Methods

Results

Conclusion