Insurance Institute for Highway Safety, 1005 North Glebe Road, Arlington, VA 22201, USA.
J Safety Res. 2011 Aug;42(4):277-82. doi: 10.1016/j.jsr.2011.06.002. Epub 2011 Jul 26.
To estimate the effects of red light camera enforcement on per capita fatal crash rates at intersections with signal lights.
From the 99 large U.S. cities with more than 200,000 residents in 2008, 14 cities were identified with red light camera enforcement programs for all of 2004-2008 but not at any time during 1992-1996, and 48 cities were identified without camera programs during either period. Analyses compared the citywide per capita rate of fatal red light running crashes and the citywide per capita rate of all fatal crashes at signalized intersections during the two study periods, and rate changes then were compared for cities with and without cameras programs. Poisson regression was used to model crash rates as a function of red light camera enforcement, land area, and population density.
The average annual rate of fatal red light running crashes declined for both study groups, but the decline was larger for cities with red light camera enforcement programs than for cities without camera programs (35% vs. 14%). The average annual rate of all fatal crashes at signalized intersections decreased by 14% for cities with camera programs and increased slightly (2%) for cities without cameras. After controlling for population density and land area, the rate of fatal red light running crashes during 2004-2008 for cities with camera programs was an estimated 24% lower than what would have been expected without cameras. The rate of all fatal crashes at signalized intersections during 2004-2008 for cities with camera programs was an estimated 17% lower than what would have been expected without cameras.
Red light camera enforcement programs were associated with a statistically significant reduction in the citywide rate of fatal red light running crashes and a smaller but still significant reduction in the rate of all fatal crashes at signalized intersections.
The study adds to the large body of evidence that red light camera enforcement can prevent the most serious crashes. Communities seeking to reduce crashes at intersections should consider this evidence.
评估信号灯交叉口使用红灯摄像头执法对人均致命撞车事故率的影响。
在 2008 年，从美国 99 个拥有 20 万以上居民的大城市中，确定了 14 个城市在 2004 年至 2008 年期间实施了红灯摄像头执法计划，但在 1992 年至 1996 年期间没有任何时间实施，还确定了 48 个在这两个时期都没有安装摄像头的城市。分析比较了两个研究期间全市范围内的致命闯红灯事故率和全市范围内信号灯交叉口的所有致命事故率，然后比较了有和没有摄像头计划的城市的变化率。泊松回归被用来将撞车率建模为红灯摄像头执法、土地面积和人口密度的函数。
两个研究组的致命闯红灯事故率平均每年都有所下降，但有红灯摄像头执法计划的城市的下降幅度大于没有摄像头计划的城市（35%对 14%）。有摄像头计划的城市信号交叉口的所有致命事故率平均每年下降 14%，而没有摄像头的城市则略有上升（2%）。在控制人口密度和土地面积后，有摄像头计划的城市在 2004 年至 2008 年期间致命闯红灯事故率估计比没有摄像头时低 24%。有摄像头计划的城市在 2004 年至 2008 年期间信号交叉口的所有致命事故率估计比没有摄像头时低 17%。
红灯摄像头执法计划与全市范围内致命闯红灯事故率的显著下降相关，与没有摄像头时相比，信号交叉口的所有致命事故率也有较小但仍有显著下降。
该研究增加了大量证据，证明红灯摄像头执法可以防止最严重的撞车事故。希望减少交叉口撞车事故的社区应该考虑这一证据。
