Citation

Jha MK, Weldegiorgis Y. J. Adv. Transp. 2014; 48(4): 348-361.

Copyright

(Copyright © 2014, Institute for Transportation, Publisher John Wiley and Sons)

DOI

10.1002/atr.1182

PMID

unavailable

Abstract

In recent years, red light cameras (RLCs) have been installed at many signalized intersections. The main reason behind installing RLCs is to reduce intersection-related accidents caused because of a driver's behavior to cross the intersection when the signal turns red. By nature, if the driver is aware of the presence of RLC his or her driving behavior is bound to change. This behavioral change, however, may be intentional or unintentional. This may influence the utilization of yellow intervals resulting in a possible increase in dilemma zone, which in turn, may reduce the service capacity of the intersection. To accurately capture this capacity reduction, we present a probabilistic approach to modify the saturation flow rate formula in the Highway Capacity Manual that is currently used to calculate the capacity of signalized intersections. We introduce a new factor in the saturation flow rate calculation called red light reduction factor, to account for the capacity reduction owing to RLCs. Using field data from Baltimore, Maryland, we establish a relationship for the red light reduction factor. We then show that capacity of RLC-equipped intersections is generally lower than that without RLCs. Although the percentage reduction in capacity of a single intersection may not seem significant, the cumulative impact of such reduction in a heavily traveled road network may be quite significant, resulting in significant loss in travel time. In future works, the systemwide capacity reduction owing to the presence of RLCs can be studied in congested transportation networks. 2012 John Wiley Sons, Ltd.

Language: en