Red Light Violations Research Articles

Red-light running behavior of delivery-service E-cyclists based on survival analysis

Objective The primary objective of this study is to explore the red-light running behavior of delivery-service E-cyclists, including differences with regular E-cyclists and influencing factors. Methods A total of 2173 E-cyclists in Shanghai were observed, with a mix of 51.8% regular E-cyclists and 48.2% delivery-service E-cyclists. Survival analysis was used to establish the model to resolve the issue of censored data of the waiting time of E-cyclists at an intersection. The Kaplan–Meier estimator was adopted to examine the significance of the difference between regular E-cyclists and delivery-service E-cyclists on red-light running behavior. A Cox proportional hazards model with six potential influencing factors was developed to estimate the red-light running probability of delivery-service E-cyclists. Results The violation rate of the red-light running behavior is almost 40% higher for delivery-service E-cyclists when compared to that for regular E-cyclists. The results show four factors that increase the hazard rate of red-light violation for delivery-service E-cyclists: being male, visual search (i.e., head movement), waiting beyond the stop line, and existence of red-light running of other (E-)cyclists. Additionally, they show one factor decreases the hazard rate of red-light violation: group size. Conclusions Waiting position, violation of the law by other cyclists, and group size play an important role in red-right running behavior. The hazard rates of running red-light by delivery-service E-cyclists increased by 62% and 33% when they wait near motorized lanes and when other individuals violate traffic rules, respectively. The hazard rates reduced by 50% when there are more than five waiting cyclists.

Cyclists’ adaptation to a countdown timer to green traffic light: A before-after field study

Countdown timers (CDTs) for pedestrians and cars have been shown to produce various effects, including improved efficiency and decreased safety. This study aimed to explore adaptive behaviours of cyclists towards a CDT to green traffic light, conducted as a before-after study in real traffic. Cyclists adapted to the CDT by searching for and using the information that it provided, mainly in terms of speed adaptation and glance behaviour. Start-up delays were reduced but there is a concern that red light violations could increase. There might be undesirable effects on crucial information intake in cases where the CDT was used not as a complement but as a substitute for the traffic light. The results essentially indicate that cyclists use the information provided by the CDT for their own efficiency, rather than for rule-based safety.

Analysis of Driver and Vehicle Characteristics Involved in Red-Light Running Crashes: Isfahan, Iran

Red-light running is a prevalent sight at road intersections that vehicles pass without caring for the light. A red-light runner not only risks his life, but also the safety of other users. Elaborating features of at-fault drivers that issue crashes could result in recognizing important factors and lead decision-makers to find out actions they could start taking to prevent them. This paper aims to identify the driver and vehicle characteristics affecting red-light running crash occurrence at signalized intersections of Isfahan province in Iran. Based on the 2012–2016 Isfahan crash database, the classification and regression tree technique along with Quasi-induced exposure concept were used in this research for five independent variables and a target variable of “driver status” with two levels of at-fault and not-at-fault. According to the dataset, 9765 drivers were involved in red-light running crashes during 5 years. It was determined that vehicle type, license type, driver age, and education, respectively, are significantly associated with the red-light running crashes occurrence. The results revealed that vehicle type is the most important variable that affects red-light violations; this could be due to their various skid marks and maneuverability. Also, drivers with an age range of 18–22.5 years are usually at-fault as they have more risky behaviors and less driving experience. The tree model separated drivers into three age groups: younger than 22.5, 22.5 to 51.5, and older than 51.5. The youngest and oldest driver groups have the largest probability to be at-fault. Besides, drivers with vehicle type two-wheel and “other”, drivers who are younger than 22.5 with the automobile, and drivers whose driving license is type 2 are more likely to be at-fault in red-light running crashes. Some countermeasures such as education programs in driving skills and hazard concept could be helpful. The education level of the driver is a relatively new variable in traffic safety research used in this study, which indicated that it has a significant effect on drivers being at-fault. That is, by increasing the education level, they are less likely to be at-fault. Efficient countermeasures could be separating theoretical certificating classes according to the education level of the driver with more emphasis on violations in lower education levels, increasing the amount of traffic fines and prohibiting drivers with poor driving history for a period of time.

Modelling risk factors for red light violation in the Kumasi Metropolis, Ghana

Red light running places the violator and other road users at risk of road traffic crash. The aim of this research was to undertake a baseline study to establish the current rate of red light running in the Kumasi Metropolis, Ghana and to determine the associated risk factors. An uninterrupted road side observational survey was conducted at 10 signalized intersections using pro-forma checklist. A binary logit model was employed to determine the risk factors associated with traffic light violations. Overall, drivers were observed running the red light in 35% of all the red phases studied. From the statistical model, red light running was found to be influenced by the age and gender of the driver, presence of a passenger in the vehicle, vehicle type, junction type, cycle length of the signal and queue length. There is a need for targeted public awareness campaigns on the dangers of red light running. The education on red light violation must be accompanied by sustained Police enforcement of the traffic law to reduce the rate of violation. Automatic surveillance cameras should be installed at all critical signalized intersections to supplement Police efforts to enforce traffic safety laws and regulations.

Red light camera interventions for reducing traffic violations and traffic crashes: A systematic review.

Red light camera interventions for reducing traffic violations and traffic crashes: A systematic review.

Diverging diamond interchanges: A driving simulator study

This study assessed driver performance while navigating a Diverging Diamond Interchange (DDI) compared to a standard intersection in a driving simulator. A total of 201 Western Australian (WA) drivers aged 18–80 years completed the simulator drive and questionnaire. Measures of driving simulator performance assessed included time spent out of lane, number of lane excursions, compliance to the speed limit, crashes and near misses. Other driving measures, which were recorded by the researcher, included driver errors/violations such as red-light violations, wrong way violations and navigation errors. Qualitative information was also obtained in a post exit interview with each participant regarding the difficulties they experienced when driving through the DDI. A repeated-measure analysis of variance (r-ANOVA) was undertaken to examine differences in intersection type (DDI versus standard intersection) and driving performance measures from the driving simulator. The only significant result was compliance to the speed limit (F (1, 656) = 160.11,p < 0.001) on the driving simulator. A higher proportion of red-light violations were observed by the researcher as participants navigated through the DDI, compared to the standard intersection. Qualitative comments from participants also highlighted the need for better signage and road markings. Recommendations when DDIs are implemented include community education on speed limit compliance, avoidance of red-light violations and design improvements regarding signage and road markings.

Influence of red-light violation warning systems on driver behavior – a driving simulator study

Objective: With the advent of connected and automated vehicle (CAV) technology, there is an increasing need to evaluate driver behavior with the advent of connected and automated vehicle (CAV) technology. This study introduced a red-light violation warning (RLVW) system using CAV technology in a driving simulator environment, to evaluate driver braking behavior when the light changes suddenly from green to yellow.Methods: Researchers recruited a total of 93 participants from diverse socio-economic backgrounds for this study and created a virtual network of downtown Baltimore. An eye tracking device was used to observe distractions and head movements. A Lognormal accelerated failure time (AFT) distribution model was used for this analysis, to calculate speed reduction times from the moment the traffic light changes from green to yellow, to the point where a minimum speed was reached.Results: It was observed that speed reduction times were significantly higher in the presence of a RLVW system, requiring a longer period of time to come to a complete stop at the red light. Inferences can be drawn from the jerk analysis that, the RLVW system results in a highly unsafe jerk at the onset of the warning. Without the RLVW system though, a highly uncomfortable positive jerk occurs closer to the signal, which is due to sudden acceleration, as the participants possibly slowed down a lot initially. Gaze analysis showed that the system was able to attract the attention of the drivers, as the majority of the drivers noticed the displayed warning.Conclusions: The findings suggest that the presence of an RLVW system sends a clear message to the driver about the change in traffic light and gives the driver ample time to adapt their initial approach speed to stop at the signal, avoiding potential intersection crashes.

Developing Pedestrians' Red-light Violation Behavior Questionnaire (PRVBQ); Assessment of Content Validity and Reliability.

Objective:To develop a self-completion pedestrians’ red-light violation behavior questionnaire (PRVBQ) based on the theory of planned behavior (TPB) and assess the content validity and reliability. Methods:This study was conducted in three phases of (i) PRVBQ development study; (ii) Content validity study including face validity; and (iii) Reliability assessment. The directed content analysis method was used for the analysis of the qualitative interviews. The item impact score was used for face validity. Content validity index (CVI) in the item level and average scale level, and content validity ratio (CVR) were determined. Intra-class Correlation Coefficient (ICC), and Cronbach’s alpha was assessed for test-retest reliability and internal consistency respectively.Results:Draft questionnaire including 86 items was constructed. Sixteen items were eliminated due to low face and content validity, remaining 70 items in total. The PRVBQ was rated as having good content validity (individual items CVI ranged from .80 to 1, and overall PRVBQ CVI-Average=0.95, p=0.05). The direct measures (reflective indicators) showed excellent internal consistency with Cronbach’s alpha=0.9. All items showed excellent agreement.Conclusion:This study using a comprehensive process of development and assessment of content validity and reliability developed a content valid and reliable questionnaire predicting pedestrians’ red light violation behavior.

Do High Visibility Enforcement programs affect aggressive driving behavior? An empirical analysis using Naturalistic Driving Study data

This paper investigates the effect of High Visibility Enforcement (HVE) programs on different types of aggressive driving behavior, namely, speeding, tailgating, unsafe lane changes and ‘other’ aggressive driving behavior types (occurrence of not-yielding right-of-way and red light or stop signs violations). For this purpose, the Second Strategic Highway Research Program (SHRP2) Naturalistic Driving Study (NDS) data are used, which include forward-facing videos and time series information with regard to trips conducted at or near the locations of HVE implementation. To capture the intensity and duration of speeding and tailgating, scaled metrics are developed. These metrics can capture varying levels of aggressive driving behavior enabling, thus, a direct comparison of the various behavioral aspects over time and among different drivers. To identify the effect of HVE and other trip, driver, vehicle or environmental factors on speeding and tailgating, while accounting for possible interrelationship among the behavior-specific scaled metrics, Seeming Unrelated Regression Equation (SURE) models were developed. To analyze the likelihood of occurrence of unsafe lane changes and ‘other’ aggressive driving behavior types, a grouped random parameters ordered probit model with heterogeneity in means and a correlated grouped random parameters binary logit model were estimated, respectively. The results showed that drivers’ awareness of HVE implementation has the potential to decrease aggressive driving behavior patterns, especially unsafe lane changes and ‘other’ aggressive driving behaviors.

Toplum Odaklı Trafik Polisliğinin Kırmızı Işık İhlalleri Üzerindeki Etkisi

Community oriented policing is a philosophy that underlines the requirement of citizens' involvement in crime prevention activities. One of the major traffic crime was red light running in Karakopru town of Sanliurfa Province of Turkey. Because of the inadequate enforcement resources, however, police department couldn’t succeed to prevent red light violations. The police department, hence, initiated a community red light watch program to decrease the violations. The purpose of this study was to quantify the effect of the community red light watch program, which was performed by the honorary traffic inspectors. To assess the effect of this program, we employed a pre/post-implementation design. For the current study, the camera records of the five program sites, two non-program sites, and two control sites were utilized. Findings of this study revealed that red light violations did not decrease at the beginning period; however, six months after the program commenced the violations decrease overall 27% at program sites. Friedman test analyze results suggested a Chi-square value of 7,600 which was significant (p&amp;lt;.05) for the program sites. The program did not yield a significant violation change for non-program and control sites. The results suggest that community-oriented policing programs can be implemented in traffic enforcement area successfully. However, to prevent traffic violations the programs need to be supported with tactics of deterrence theory, and other policing strategies.

Influence of green signal countdown timer on severe crash types at signalized intersections due to red light violations

ABSTRACT Traffic conflicts at signalized intersections caused by red light violations (RLVs) present an enormous danger for severe crashes. This study proactively evaluates the efficacy of Green Signal Countdown Timer (GSCT) on RLVs and resulting right-angle and right turn related crashes (for left-hand driving) using Post Encroachment Time (PET). A before-after (B-A) with comparison group analysis is done considering five 4-legged signalized intersections from Delhi, India comprising of with and without SCT installations. RLV occurrences and maximum violation time during initial 10 s of red are more in the absence of GSCT. Considering various RLV-related characteristics, Powered Two Wheelers (P2W) are found to have the highest exposure in crash involvement for both timer conditions. Finally, B-A method shows 57.74% reduction in crossing conflicts due to the presence of GSCT at the sites. . Accordingly, SCT's installation can be recommended as a cost-effective engineering countermeasure to reduce severe crash types at signalized intersections.

Traffic Light Detection for Red Light Violation System

Traffic Light Detection for Red Light Violation System

Regulatory focus, time perspective, locus of control and sensation seeking as predictors of risky driving behaviors

Empirical evidence shows that most of the road safety efforts fail to reach the most risk-prone drivers. In light of this issue, we have developed this study in order to distinguish between high-risk drivers and low-risk drivers based on variables that have already been shown to affect the effectiveness of preventive messages: regulatory focus orientation, time perspective, locus of control and sensation seeking. We sent paper and pencil questionnaires to five thousand low-risk drivers and five thousand high-risk drivers randomly selected based on their driving records. A driver who has been convicted of two or more traffic infractions with demerit points (e.g., exceeding speed limits, red light violation, no seatbelt, etc.) in the last two years was considered a high-risk driver whereas a low-risk driver had no traffic offense registered in his driving record in the last four years. We received two thousand and sixty-four completed questionnaires for a response rate of 20.6%. Seven hundred and ninety-eight belonged to the group of high-risk drivers and one thousand two hundred and sixty-six to the group of low-risk drivers. The results show that a promotion focused orientation, a present hedonistic perspective, an internal locus of control, and sensation seeking are associated with more risky driving behaviors and could therefore distinguish between high-risk and low-risk drivers. These results increase the understanding of risky drivers’ personalities and motivations. The literature review provides insight into how these findings might be considered in developing more effective road safety programs and campaigns, and the conclusion encourages researchers to explore these new avenues in future research.

Analysis of Red-Light Violation Behavior of Pedestrian Two-Stage Crossing at a Signalized Intersection

Studying pedestrians’ twice-crossing behavior is of great significance to enhance safety and efficiency for pedestrians at signalized intersections. However, researchers have paid little attention to analyze and model pedestrians’ red-light running behavior on a two-stage crossing at signalized intersections. This paper focuses on analyzing the characteristics of pedestrian red-light violation behavior at the two stages, including the time distribution of violation behavior, the consistency of violation behavior, and the violation behavior in group. A goal-oriented and time-driven red-light violation behavior model was proposed for pedestrian two-stage crossing. A video-recording method was used to collect field data, and the results show that pedestrians in the two directions present different red-light violation behaviors in time selection and violation count, as well as, pedestrians in the two stages of a direction present different red-light violation behaviors in time selection. The main reasons leading to the phenomena were analyzed, regarding from people’s cognitive psychology and visual perception. The results also show that the proposed model is effective in simulating pedestrian red-light violation behavior of twice crossing. This research provides a theoretical basis for optimizing signal timing, improving pedestrian safety and developing user-friendly transportation system.

Analysis of risk-taking behaviors of electric bicycle riders in response to pedestrian countdown signal devices

Objective: The primary objective of this study is to understand electric bicycle riders’ responses to pedestrian countdown signal devices (PCSDs), in particular, red light violations (RLVs) and early start behaviors.Methods: Descriptive analyses were performed to compare the frequency of electric bicycle riders’ risk-taking behaviors, including RLVs and early start maneuvers at signalized intersections with PCSDs and intersections without PCSDs. Binary logit models were deployed to evaluate the influence of the associated factors, including gender, presence of a pillion passenger, type of electric bicycle, and number of turning vehicles, on the RLV behaviors and early start maneuvers of electric bicycle riders at signalized intersections with PCSDs.Results: Descriptive analyses indicate that PCSDs are effective in reducing the number of red light running violations. Significant variables for RLV behaviors include being female, no pillion passengers, type of electric bicycle, and number of turning vehicles. In addition, a similar correlation between early start maneuvers and influential factors was observed.Conclusions: PCSDs are effective in preventing RLVs but increase the probability of early starts. Based on the findings in this article, practical countermeasures such as redesigning PCSDs could help improve safety at intersections for electric bicycle riders and should be further investigated.

Random parameter probit models to analyze pedestrian red-light violations and injury severity in pedestrian–motor vehicle crashes at signalized crossings

Pedestrian red-light violations at signalized crossings are an important traffic safety concern, particularly in densely populated cities. In this study, the authors quantitatively investigated the factors associated with pedestrian red-light violations and injury severity resulting from pedestrian–motor vehicle crashes at signalized crossings. Random parameter probit models are used to account for individual-specific heterogeneity that arises from a set of unmeasured factors related to traffic conditions and the pedestrians’ physical and mental status. Data for the analysis are based on the historical crash record maintained by the Hong Kong Transport Department. Children younger than age 11 years are not only associated with a higher likelihood of pedestrian red-light violations but also tend to have a higher probability of severe injuries. Factors including summer, dual carriageways with a central traffic island, and pedestrian age of 12 to 25 years are solely related to a higher likelihood of pedestrian red-light violations; meanwhile, variables solely associated with a higher probability of severe injuries include crashes that occur between 22:00 and 06:59, crashes occurring in rainy weather, crashes involving pedestrians older than age 46 years, and bus crashes. Appropriate countermeasures are recommended to curb pedestrian red-light violations and to reduce the injury severity of pedestrian crashes.

Red light violation and pedestrians' modal salient beliefs about unsafe road crossing behavior: a qualitative study.

:Background:Pedestrians are amongst the most vulnerable road users and their unsafe behaviors have a major impact on traffic injuries. The aim of this study was to determine the underlying psychological factors behind red light violation in pedestrians’ crossing behavior based on the Theory of Planned Behavior (TPB) and to provide recommendations for preventive interventions.Methods:This qualitative study was conducted in Tabriz, one of the metropolitan cities of Iran. 30 pedestrians were individually interviewed using semi-structured, open-ended questions to elicit salient consequences, social referents, and circumstances regarding pedestrians’ red light crossing behavior. The transcribed interviews were analyzed using directed content analysis followed by frequency analysis in order to detect modal salient beliefs.Results:A total number of 115 sub-categories were identified which were then classified in the ten predetermined categories of the Theory of Planned Behavior: advantages, disadvantages, positive feelings, negative feelings, approving referents, disapproving referents, behaving referents, not-behaving referents, facilitators, and barriers. “Saving time” was elicited as the most important both the advantage and the positive feeling. “Getting injured” was identified as the most serious disadvantage. “Lowering the level of culture” was obtained as the main negative feeling. “Friends/Peers” comprise the most prominent group among both the approving and the behaving referents, whereas “Family members” constituted the most significant group both among the disapproving and the not-behaving referents. “Being in a hurry” was introduced as the most substantial facilitator and “The fear of accident” was identified as the most influential deterrent factor.Conclusions:Based on the major findings, reducing pedestrians’ red light violations needs to focus: on the perceived negative and positive consequences and feelings of this behavior like getting injured, and saving time respectively; on the approval role of friends/peers, and the disapproval role of family; and on the fear of accident as a barrier, and rushing as a facilitating factor. More precise quantitative research is needed to determine the predictive power of these factors in such risky behavior.

Developing Pedestrians’ Red-light Violation Behavior Questionnaire (PRVBQ): Assessment of Content Validity and Reliability

Background: Pedestrians’ unsafe crossing behavior such as not waiting for pedestrians’ red-light expose them at risk of injury, disability, and death. The theory of planned behavior (TPB) is a widely used model used to understand individuals' unsafe behavior for setting interventional goals to prevent injuries. Purpose: The purpose of this study is to develop a self-completion pedestrians’ red-light violation behavior questionnaire (PRVBQ) based on the TPB and assess the content validity and reliability for this instrument. Methods: This study was conducted in three phases: 1) PRVBQ development study consists of belief elicitation for item generation and draft instrument construction; 2) Content validity study including face validity of the instrument; and 3) Reliability assessment including internal consistency and test re-test reliability over a 2-week interval. The directed content analysis method used for the analysis of the belief elicitation. The item impact score was calculated as an indicator of quantitative face validity. Content validity index (CVI) in the item level and average scale level, and content validity ratio (CVR) were calculated for quantitative content validity. Intra-class Correlation Coefficient (ICC), and Cronbach’s alpha was calculated for test-retest reliability and internal consistency respectively. Results: By qualitative belief elicitation study between four to twenty sub-categories were generated, which were classified in the ten categories of the theory of planned behavior: advantages, disadvantages, positive feelings, negative feelings, approving referents, disapproving referents, behaving referents, not-behaving referents, facilitators, and barriers. A primary draft of PRVBQ comprised of 86 items was generated, from which 17 were eliminated due to low face and content validity, remaining 69 item in total. The PRVBQ was rated as having good content validity (individual items CVI ranged from 0.80 to 1, and overall PRVBQ CVI-Average= 0.95, p=0.05). Cronbach’s alpha for the direct measures (reflective indicators) showed that they have excellent internal consistency 0.90. All items showed excellent agreement, ICC= .88 (95% CI [.80, .93]). Conclusion: This study provided a valid and reliable questionnaire which can be used to predict and to determine their underlying beliefs regarding their red-light violation behavior.

Introducing a Model of Urban Taxi Driver\u2019s Offenses

The aim of this study is to investigate the unsafe behavior of taxi drivers as a large group of professional drivers and the factors affecting driving violations occurring in Tehran. For this goal, the data regarding driving offenses of urban taxi drivers in 22 districts of Tehran from 2015 to 2016 has been collected from traffic police and used in statistical analysis and multiple regression modeling. According to the results, the probability of a red light violation during working days is more than non-working days. In addition, taxi drivers older than 70 are more likely to commit red light violation compared to the drivers younger than 30. Moreover, prohibited entry is more probable to occur during working days being about 2.5 times more than that of non-working days. Besides, drivers with newer and more expensive cars commit less driving offenses compared to the drivers with older and cheaper cars. Finally, it was found that by increasing the engine power of the vehicles, the rate of driving offenses by taxi drivers is decreased, such that in cars with 1600 cc engine power or less, the probability of not paying attention to the police regulations is six times more than the cars with 1800 cc engine power and more.

(E-)Cyclists running the red light – The influence of bicycle type and infrastructure characteristics on red light violations

Red light running is one of the most common traffic violations among cyclists. From different surveys, we know that about 40% of all cyclists run a red light at least occasionally. However, specific data on red light running of e-bike riders (pedelec and S-pedelec riders), a population of cyclists that has been growing steadily in the past few years in Germany and elsewhere, is largely missing. Similarly unclear is the role of the used infrastructure (e.g., carriageway or bike path) or the intersection type on the riders’ propensity to run the red light. The goal of this study was to investigate the red light running behaviour of three different bicycle types (bicycle, pedelec, S-pedelec) in Germany, with specific focus on various infrastructure characteristics. We reanalysed data obtained in a naturalistic cycling study, in which we observed 90 participants riding their own bicycles (conventional bicycles, pedelecs, S-pedelecs) on their daily trips over four weeks each. The video material of these trips was annotated and analysed with regard to red light running. Overall, our participants experienced nearly 8000 red light situations. In 16.3% of these situations, they ran the red light, with nearly identical rates for cyclists, pedelec and S-pedelec riders. Red light running rates were lowest when cyclists rode on the carriageway, while the complexity of the intersection appeared to play a role as well. In general, red light running was more common when riders were about to turn right instead of turning left or riding straight through the intersection. Interestingly, we also observed a considerable number of cases in which the riders changed their used infrastructure (e.g., from the carriageway onto the pavement) to avoid a red light.