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My understanding is that this sort of rear-end crash generally tapers off as a sufficient number of local drivers become accustomed to driving safely instead of
by asoneth 2y ago
My understanding is that this sort of rear-end crash generally tapers off as a sufficient number of local drivers become accustomed to driving safely instead of racing to make it through a yellow light.
But even if it doesn't, it might still be a reasonable tradeoff. A higher number of minor rear-end crashes (typically between unsafe drivers) might be acceptable if it helps to reduce more t-bone crashes that are more likely to be fatal.
- Tostino 2y agoIn Pasco county FL it didn't taper off. We just had a huge increase in collisions until they took the cameras down. https://www.tampabay.com/opinion/editorials/red-light-cameras-bring-minimal-safety-additions/2133212/ https://www.tampabay.com/opinion/editorials/red-light-camera...
- asoneth 2y agoFatalities seems like a more relevant safety metric than collisions. "IIHS research examining large U.S. cities with red light camera programs found significant reductions in citywide fatal red light crash rates (and fatal crash rates of all types) at intersections with traffic signals, including intersections that didn’t have a camera. ... Cities that discontinue their programs tend to feel the sting. The fatal crash rate was 30% higher in cities that shuttered their red light camera programs." https://www.amica.com/en/resources/auto/safety/ways-red-light-camera-safety.html https://www.amica.com/en/resources/auto/safety/ways-red-ligh... But the data do indicate that the benefits of automated traffic enforcement vary widely by community. I suspect any of poor road design, reckless driving culture, or local corruption that prioritizes income over safety can lower their net utility, and some combinations of those might even make their utility net negative.