Use Of Speed Cameras Research Articles

Effectiveness of speed cameras on the prevention of road traffic collisions and casualties in cameroon

Issues related to transport collision and casualties cannot be undermined as it has direct effect on human health and death, hence relevant policies are required to reduce road traffic accidents. To do this, our study has as objectives: to discuss the drivers of the used of speed cameras by drivers in Cameroon., investigate the effects of speed cameras on the prevention of road traffic collisions and casualties in Cameroon and to determine the actual problems faced by drivers in the use of speed Cameras in Cameroon. Methodologically, the study applied the probit technique to estimate the result via primary data. The sample size consisted of 200 drivers collected through a well-structured questionnaire and collect among the drivers plying the Yaoundé-Doula, Douala –Bafoussam and Bafousam-Yaoundé major highway. The key findings revealed that the factors influencing the drivers used of speed cameras are: main occupation, attainment of higher education, married, age, victim of traffic collision and casualties. The result also shows that Speed camera is highly corroborating with the prevention of road traffic collisions and casualties in Cameroon. Finally, the result shows that the lack of awareness, student speed change, inadequate signage, limited visibility, technical limitations and privacy concerns are the actual physical challenges of the use of speed camera in Cameroon. The study suggests that decision makers in the transport sector should multiply the provision of speed cameras. This is a wise step in the prevention of road traffic collisions and casualties in Cameroon and better labour market.

Operational Assessment of Speed Control Measures on Capacity of Urban Roads in Metropolitan Area of Barranquilla, Colombia

With the aim to reduce accident rates and assist in pedestrian traffic, in the city of Barranquilla (Colombia), electronic devices for speed control (speed cameras) have been installed on roads of high vehicular flow with difficulty in pedestrian transit. Traffic Calming Measures are described in the literature as a set of measures to regulate traffic on roads, ensure mobility, and reduce accidents. This article focuses its study on the impact of Traffic Calming Measures through electronic devices on urban or inner cities roads (capacity and operating speed on them). This study centers in the evaluation of the operational impact of speed cameras and the data of vehicular speed and flow collected through them in four main roads of the city, with the purpose of estimating models that establish relationships of speed-flow, and analyzing the impact of these Traffic Calming Measures on the vehicular capacity of urban roads. In the estimation of road capacity, a Greenshields model was applied, with which via speed–density and flow-density relationships, we aim to determine how operational transit is affected by the use of speed cameras. Conclusions show that operational transit is affected by diminishing road capacity between 7 to 41 percent and these Traffic Calming measures are ineffective to ease pedestrian traffic as is expected.

Traffic Speed Rule Violation Detection System

Research has shown that the highest rates of road accident are caused by high-speed vehicles. In an attempt to mitigate this problem, the authority has specified speed limits on the roads in order to regulate the speed of vehicles. To successfully enforce the speed limit law, a mechanism for monitoring a vehicle speed is required. There are numerous measures in use for detecting and monitoring the speed limit violators. Some of these methods include the use of speed cameras, radar, loop detector, police officers, and many more. These traditional methods are not effective due to their setbacks, which ranges from the cost of acquiring equipment, increase labor and manpower, and inadequacy of monitoring. As such, a simple, cost effective and easily deployed speed detection technique that can overcome the shortcomings of the traditional methods imperative. In this paper, we proposed an automatic speed violation detection. The proposed system is cost effective and user centered.

CONSUMER PROTECTION MEASURES AND ROAD SAFETY IN NYERI COUNTY, KENYA

The purpose of this study was to examine the effect of consumer protection measures implemented by Savings and Credit Cooperative Organizations (SACCOs) for Public Service Vehicles (PSV) on road safety in Nyeri County, Kenya. The study used descriptive case study design and employed SERVQUAL theory and Elton Mayo’s HAWTHORNE effect in its theoretical framework. The target population was 11 PSV SACCOS licenced to operate in Nyeri County between 2016 and 2018. A sample size of 86 employees was drawn from the three largest SACCOs in Nyeri County. They included: 2NK SACCO, NAKONNS SACCO and NYENA SACCO. Stratified and simple random sampling techniques were used to select individuals who participated in the study. Primary data in this study was collected using self-administered structured questionnaire and interview guides. Quantitative data was analysed through descriptive and inferential statistics while thematic analysis was employed to analyse qualitative analysis. Secondary data was used to provide a background and support the findings of the current study. Data was presented using tables and figures and multiple regression analysis was used to test all the hypotheses. The findings indicated that management of PSV SACCOs with focus on wearing seatbelts, driving within the speed limit, use of speed cameras greatly contribute in reducing road crashes deaths. In addition the study found that a safe system approach combining infrastructure and speed management measures further produced substantial safety gains for road users. The results also showed a significant relationship between Consumer Protection through PSV SACCOs and road safety in Nyeri County.

Exploring the effects of state highway safety laws and sociocultural characteristics on fatal crashes

ABSTRACTObjective: Distinguished from the traditional perspectives in crash analyses, which examined the effects of geometric design features, traffic factors, and other relevant attributes on the crash frequencies of roadway entities, our study focuses on exploring the effects of highway safety laws, as well as sociocultural characteristics, on fatal crashes across states.Methods: Law and regulation related data were collected from the Insurance Institute for Highway Safety, State Highway Safety Offices, and Governors Highway Safety Association. A variety of sociodemographic characteristics were obtained from the U.S. Census Bureau. In addition, cultural factors and other attributes from a variety of resources are considered and incorporated in the modeling process. These data and fatal crash counts were collected for the 50 U.S. states and the District of Columbia and were analyzed using zero-truncated negative binomial (ZTNB) regression models.Results: The results show that, in law and regulation–related factors, the use of speed cameras, no handheld cell phone ban, limited handheld cell phone ban, and no text messaging ban are found to have significant effects on fatal crashes. Regarding sociocultural characteristics, married couples with both husband and wife in the labor force are found to be associated with lower crash frequencies, the ratios of workers traveling to work by carpool, those driving alone, workers working outside the county of residence, language other than English and limited English fluency, and the number of licensed drivers are found to be associated with higher crash frequencies.Conclusions: Through reviewing and modeling existing state highway safety laws and sociocultural characteristics, the results reveal new insights that could influence policy making. In addition, the results would benefit amending existing laws and regulations and provide testimony about highway safety issues before lawmakers consider new legislation.

Speed cameras in an urban setting: a cost–benefit analysis

BackgroundTo perform a cost–benefit analysis of the installation of speed cameras on the beltways of Barcelona.MethodsThe analysis was performed from the society perspective over a 2-year period using a controlled...

Changes in Temporal and Spatial Pattern of Road Kills Along the Lusaka-Mongu (M9) Highway, Kafue National Park, Zambia

This study examined the extent to which traffic volume and road kills changed after rehabilitation of the Lusaka–Mongu highway (M9), which traverses the Kafue National Park. It also assessed the impact of the road kills on the wildlife populations in the park. The study revealed that traffic volume increased by 45% after rehabilitation of the M9 road. Consequently, sighting rates of road kills increased by >50%. The majority of the collisions occurred in the late wet season (January–March). These months coincide with dense vegetation cover and rutting season of impala (Aepyceros melampus), the species that was killed most frequently. Reduced visibility because of dense vegetation cover, and pronounced animal activity during the rut inevitably enhanced chances of wildlife colliding with vehicles. With regard to impacts of the road kills on the wildlife populations, the majority (>86%) of the animals involved in the road accidents are the young and subadults. The collisions, therefore, are affecting the reproductive potential of the species affected. To mitigate against the wildlife–vehicle collisions, the study recommends various measures, such as slashing of verges at the appropriate time, use of speed cameras, and educational and public-awareness campaigns.

Risk and expertise in the speed limit enforcement debate: Challenges, adaptations and responses

This article explores the changing role of expertise within a society increasingly subject to policies justified by a ‘risk’ narrative. It uses the ongoing debate around the use of speed cameras to enforce speed limits as a lens through which the twin challenges of the ‘demonopolization’ and ‘democratization’ of expertise can be understood. Drawing on empirical research conducted with those who view themselves as experts in relation to the issue of speeding it proposes, first, that traditionally conceived experts such as government officials, police officers and road safety practitioners have had to adapt to the reality of a ‘marketplace’ of expertise in which their own expert product must be marketed in order to compete with that of other self-proclaimed expert voices. Second, and drawing on research conducted with drivers themselves, this research proposes that these marketing strategies are being deployed for the benefit of a public which actually sees itself as emancipated from such external sources of expertise and able to claim expert status in its own right. The findings are of potential relevance to any policy maker, practitioner or pressure group seeking to use a risk narrative to legitimate or oppose a policy stance.

Traffic speeds associated with implementation of 80 mph speed limits on West Texas rural interstates

Problem In 2006 Texas raised the daytime speed limit for passenger vehicles on segments of I-10 and I-20 from 75 to 80 mph. Methods: Traffic speeds were measured before and 3, 12, and 16 months after the limit was changed. Results: During the 16-month period following the speed limit increase, mean speeds of passenger vehicles on I-20 increased by 9 mph relative to the comparison road, where no speed limit change occurred and traffic speeds declined. On I-10 mean speeds increased by 4 mph relative to the comparison road. Limiting the analysis to the month before the speed limit change and 1 year later, the proportion of drivers exceeding 80 mph was 18 times higher on I-20 and 2 times higher on I-10. Discussion: The smaller speed increases on I-10 may be related to its proximity to the U.S. border with Mexico. Highly visible border patrol activity coincided with posting of the higher speed limit. Long-term monitoring in other states suggests that traffic speeds in Texas are likely to continue to increase. Impact on Industry: The present study adds to the wealth of evidence that increased speed limits lead to increased travel speeds. The primary countermeasures to reduce the risk of speed-related crashes include highly visible police traffic enforcement and the use of speed cameras accompanied by publicity.

Death and Injury from Motor Vehicle Crashes: A Tale of Two Countries

To determine why road deaths dropped by 33.9% in the United Kingdom, compared to 6.5% in the United States, between 1990 and 1999. Deaths per billion vehicle kilometers traveled (D/BVKM), and case fatality rates (CFR) in the United States and the United Kingdom were tracked. Time trends in CFR can be used to track the direct effects of speed of impact. CFR is a crash-phase outcome that is independent of exposure, and varies approximately to the fourth power of the speed of crash impact. Joinpoint regression analysis was used to analyze changes in time trends of CFR. In the 1990s, the decrease in deaths in the United Kingdom was attributable mostly to the 29.6% drop in the CFR. In the United States, the CFR dropped by only 6.6%. The United Kingdom introduced speed cameras and an array of speed-calming measures. By contrast, in the United States, use of speed cameras was extremely rare, and speed limits and speeds increased in 32 of the 50 states, mostly in 1995 and 1996, after which CFR actually rose (p<.0001). Intercountry differences in time trends in seat belt use, trauma care, vehicle kilometers traveled, congestion, and driving under the influence of alcohol (DUI), along with massive increase in use of higher-risk sports utility vehicles in the United States, did not account for the contrasting trends in deaths through the 1990s. But increases in DUI in the United States after 1997 may have contributed to increases in speed-related crashes. The reductions in CFR, probably from small drops in speed of impact account for the disproportionately greater drop in death tolls in the United Kingdom compared to the United States. The temporal fit between drops in CFR and deaths following the introduction of speed cameras in the United Kingdom and increases in speed (speed creep), CFR, and deaths in the United States following raised speed limits suggests that diverging changes in speeds of impact accounted mainly for these changes. Use of D/BVKM to correct for exposure concealed the lack of progress after 1990 in the United States, since falling time trends in D/BVKM reflect increases in congestion. If the United States had implemented United Kingdom-type speed control policies and not raised speed limits, there would have been an estimated 6500 to 10,000 (approximately 16% to 25%) fewer road deaths per year during the period following speed-limit increases (1996 to 1999), including many DUI-related deaths. Reductions of up to 50% are now achievable based on newer population-wide strategies for speed control.

Types and characteristics of ramp-related motor vehicle crashes on urban interstate roadways in Northern Virginia

Problem: Freeway entrance and exit ramp interchanges are the sites of far more crashes per mile driven than other segments of interstate highways, but the characteristics and circumstances of ramp crashes have been the subject of relatively little recent research. Method: This study examined a sample of 1,150 crashes that occurred on heavily traveled urban interstate ramps in Northern Virginia. Based on a review of diagrams and narrative descriptions from police crash reports, the most common crash types were identified and examined for different roadway locations and ramp designs and by whether at-fault drivers were entering or exiting the freeway. Results: About half of all crashes occurred when at-fault drivers were in the process of exiting interstates, 36% occurred when drivers were entering, and 16% occurred at the midpoints of access roads or on ramps connecting two interstate freeways. Three major crash types—run-off-road, rear-end, and sideswipe/cutoff—accounted for 95% of crashes in the study. The crash type most frequently associated with exiting was run-off-road, and the types most common with entering drivers were rear-end or sideswipe/cutoff. Crashes most common on ramps—run-off-road crashes—frequently occurred when vehicles were exiting interstates at night, in bad weather, or on curved portions of ramps. Speed was often a factor. Crashes occurring on ramp margins (where ramps or access roads enter or exit) were most commonly of the sideswipe/cutoff type. These often involved at-fault passenger vehicles merging from entrance ramps into the sides of large trucks already on the freeway. The predominant crash type on access roads was rear-end crashes; congestion was a factor in these crashes. Alcohol was a reported factor in a sizeable proportion of run-off-road crashes occurring on ramps (14%) and ramp margins (30%). Impact on Industry: Candidate countermeasures for run-off-road crashes include geometric design changes to increase ramp design speed such as increasing curve radii. Speed-related crashes may be reduced by the use of speed cameras accompanied by publicity. Rear-end crash countermeasures could include surveillance systems that quickly detect unexpected congestion, incident response programs, and variable message signs to alert drivers to traffic congestion ahead. Countermeasures for sideswipe/cutoff crashes could include extending the length of acceleration lanes.

Road traffic offending and the introduction of speed cameras in England: The first self-report survey

There is some evidence to suggest that the use of speed cameras to enforce speed limits can lead to a decrease in both speed violations and road accidents. The precise effects of such measures, however, are unclear. This paper describes an initial survey of driver attitudes and behaviour conducted following the experimental introduction of speed cameras in the United Kingdom. The survey was designed to determine, by means of drivers' self-reports, 1. (a) to what extent drivers' choice of speed had changed due to the presence of speed cameras, and whether this change generalised to areas where cameras were absent; 2. (b) the relationship between individual differences and the influence of the cameras; 3. (c) drivers' opinions of the use of cameras. Five hundred and twenty-four subjects completed a brief questionnaire. Overall, the results indicate that the presence of speed cameras is effective in reducing the speeds adopted by some drivers and that this effect, to some extent, generalises to areas without cameras. However, it is also apparent that those drivers who report adopting the most excessive speeds in general are the most likely to report driving more slowly in the presence of cameras, but no differently orfaster in other areas. Overall, drivers in this sample expressed more positive than negative views about the presence of speed cameras. The implications of the results for the widespread introduction of speed cameras are discussed.

Server intervention : A. James McKnight. Alcohol Health & Research World, 17(1), 76.

Problem: Freeway entrance and exit ramp interchanges are the sites of far more crashes per mile driven than other segments of interstate highways, but the characteristics and circumstances of ramp crashes have been the subject of relatively little recent research. Method: This study examined a sample of 1,150 crashes that occurred on heavily traveled urban interstate ramps in Northern Virginia. Based on a review of diagrams and narrative descriptions from police crash reports, the most common crash types were identified and examined for different roadway locations and ramp designs and by whether at-fault drivers were entering or exiting the freeway. Results: About half of all crashes occurred when at-fault drivers were in the process of exiting interstates, 36% occurred when drivers were entering, and 16% occurred at the midpoints of access roads or on ramps connecting two interstate freeways. Three major crash types—run-off-road, rear-end, and sideswipe/cutoff—accounted for 95% of crashes in the study. The crash type most frequently associated with exiting was run-off-road, and the types most common with entering drivers were rear-end or sideswipe/cutoff. Crashes most common on ramps—run-off-road crashes—frequently occurred when vehicles were exiting interstates at night, in bad weather, or on curved portions of ramps. Speed was often a factor. Crashes occurring on ramp margins (where ramps or access roads enter or exit) were most commonly of the sideswipe/cutoff type. These often involved at-fault passenger vehicles merging from entrance ramps into the sides of large trucks already on the freeway. The predominant crash type on access roads was rear-end crashes; congestion was a factor in these crashes. Alcohol was a reported factor in a sizeable proportion of run-off-road crashes occurring on ramps (14%) and ramp margins (30%). Impact on Industry: Candidate countermeasures for run-off-road crashes include geometric design changes to increase ramp design speed such as increasing curve radii. Speed-related crashes may be reduced by the use of speed cameras accompanied by publicity. Rear-end crash countermeasures could include surveillance systems that quickly detect unexpected congestion, incident response programs, and variable message signs to alert drivers to traffic congestion ahead. Countermeasures for sideswipe/cutoff crashes could include extending the length of acceleration lanes.