RLR the early years 1930

RLR the early years 1930 - 1997

Red Light Camera$ and Yellow Light$ - Get The Picture?

YOU BE THE JUDGE

Reductions in red signal violations from increasing the yellow at any camera site are easily ascertained by increasing the yellow in small amounts and letting the camera document the results of doing so. This simple process is not expensive, is not time consuming and it obviates the ambiguities and uncertainties that are inherent in all yellow time calculation methods and philosophies. It seems that a red light camera (a safety device), when one is installed, should first be used to establish optimal yellow to mitigate supposed dangerous conditions and that this should be done before camera enforcement commences. If red light cameras are truly for safety, they should be used to their fullest capability in this regard, including the engineering aspects before actual enforcement begins.

A second method exists to establish optimal yellow for a specific camera site. Simply statistically evaluate the initial camera violation data (during pre enforcement periods) for time of entries after yellow onset (yellow time plus time light was red when violation happened), plot the results and pick the yellow time amount needed to eliminate/minimize the red signal violations.

(NOTE: When reading below note that in cases where the yellow was increased violations dropped and the violations did not "rebound" over time, validating research findings over many years that "drivers do not, in fact, adapt to the length of the yellow." Keep in mind too that, before the yellow was increased, there was most assuredly somebody arguing it shouldn't be, likely claiming the existing status quo was in conformity with one standard or another or was somehow acceptable, adequate or justified.)

1930 - "The compliance situation was summarized in a Highway Research Board paper presented by Burton Marsh in 1930 [Marsh, B. (1930). "Law Observance and Enforcement methods", from Highway Research Board Proceedings. V.10, Washington, D.C.]:

"The status of traffic law observance in any community is definitely related to a number of ... factors. Important among these factors are:

Reasonableness of traffic rules and regulations. It is well known that good observance can only be expected for regulations which are generally deemed sensible, necessary and reasonable. They should also be as simple and as few in number as possible. The Uniform Vehicle Code and the Model Traffic Ordinance constitute valuable guides to states and municipalities in setting up reasonable regulations.
Effective and sensible signs, signals and markings, wisely used.
Adequate public understanding and appreciation of traffic regulations, of the reasons for them, of the results to be accomplished, and of methods of proper observance.
Uniform, impartial and business-like enforcement.

"To enforce traffic laws is to compel obedience of them. The fact that so much compulsion seems necessary is a clear indication of serious deficiency in one or more of the first three factors presented above. Thus, although enforcement should only be necessary for a small perverse minority, it is all too much invoked for large proportions ... The really needed steps to reduce violations are the effective promulgation of reasonable regulations and the education of the public as to the saneness, necessity and value of them and as to how the individual is expected to act in compliance with the said laws."

These words are still true today. In general, motorists noncompliance is indicative of a problem. The problem may be due to some failing on the part of the traffic engineers or the lack of understanding of the driver, but seldom is the problem a wanton disregard of the law by the motoring public. In light of this and the other conclusions reached, the following recommendations are made." ["Motorist Compliance With Standard Traffic Control Devices", April 1989, Publication No. FHWA RD-89-103, US Department of Transportation, Federal Highway Administration]

January 1972 - "At each intersection, when the required deceleration was 8 feet per second squared or less virtually all vehicles stopped. Required decelerations between 8-12 feet per second squared form a transition region where some drivers stop and others elect to continue through without stopping. For decelerations beyond 12 feet per second squared very few vehicles observed at either intersection stopped. A substantial number of drivers continued through the intersection even though the light had turned red before they reached the near side of the cross street." [Deceleration Levels and Clearance Times Associated with the Amber Phase of Traffic Signals", Olson/Rothery, TRAFFIC ENGINEERING, April 1972]

"The data from this study, as well as the data reported by May suggest that the assumption made in earlier studies were reasonable, and amber periods of about 5.50 seconds are realistic in that such amber durations provide a 'clearing time' that allows all or nearly all motorists to clear an intersection." [Deceleration Levels and Clearance Times Associated with the Amber Phase of Traffic Signals", Olson/Rothery, TRAFFIC ENGINEERING, April 1972]

January 1972 - Nonselective traffic enforcement identified: "The most visible result of quantitative, revenue-oriented, nonselective traffic law enforcement policies is the persistent use of "sitting-in" enforcement techniques. Sitting-in usually occurs at locations which, in police jargon, are referred to as "duck ponds" or "cherry patches". The sitting-in practices are particularly objectionable when two or more enforcement units group together to work an intersection which generates frequent driver violations. Usually, where this situation occurs, the officers are doing nothing more than reaping the harvest of inadequate or poor traffic engineering. These locations frequently encourage noncompliance by the motorist to traffic signals or turning regulations. Very often, however, the real culprit is faulty traffic engineering rather than the driver. Poor positioning of signals and channelization deficiencies are characteristically present at the "duck ponds". [SELECTIVE TRAFFIC ENFORCEMENT MANUAL, International Association of Chiefs of Police, Inc., Highway Safety Division, Introduction...page 2, USDOT NHTSA, DOT HS-800 701]

1976 - BEFORE RED LIGHT CAMERAS - "Yellow clearance interval. The purpose of a yellow clearance interval is twofold: (1) to advise motorists that the red interval is about to commence and to permit the motorists to come to a safe stop and (2) to allow vehicles that have entered the intersection legally sufficient time to clear the point of conflict prior to release of opposing pedestrians or vehicles." ["Transportation and Traffic Engineering Handbook - 3rd Edition revised, Institute of Transportation Engineers (ITE), Prentice-Hall, 1976]

1976 - Regarding yellow time: "An incorrect choice for the length of yellow period, however, can lead to the creation of a dilemma zone." [Transportation and Traffic Engineering Handbook, Third Edition revised 1976, p815, Institute of Traffic Engineers]

November 1980 - "The results in Table 3 show that the extension of yellow duration reduced the frequency of potential conflicts in all cases studied." ["The Influence of the Time Duration of Yellow Traffic Signals on Driver Response", Stimpson/Zador/Tarnoff, ITE Journal, Institute of Transportation Engineers, November 1980, page 27] (NOTE: "Zador is senior statistician for Insurance Institute For Highway Safety (an independent scientific organization devoted to the cause of highway loss reduction)." Page 29)

"It has frequency been claimed that if the yellow is "too long", more drivers will use part of the yellow as green. More drivers - it was argued - would cross after the yellow onset with long [RATHER] than with short yellow."........"The data show that the percentage of last-to-cross vehicles clearing the intersection (T+0.2) seconds or more past the yellow onset was not appreciably changed by the extension of the yellow phase." ["The Influence of the Time Duration of Yellow Traffic Signals on Driver Response", Stimpson/Zador/Tarnoff, ITE Journal, Institute of Transportation Engineers, November 1980, page 27]

"The percentages of these vehicles, that is of vehicles that could have been involved in a conflict with cross-street traffic, were substantially smaller at both sites and under all conditions after the yellow duration was extended. No evidence was found at either site, under any of the conditions, that the vehicles that were in potential conflict with cross-street traffic with the extended yellow would have cleared the intersection earlier in the cycle if the yellow had not been extended. Thus, the extensions of yellow duration employed in this study substantially reduced the frequency of potential intersection conflicts." ["The Influence of the Time Duration of Yellow Traffic Signals on Driver Response", Stimpson/Zador/Tarnoff, ITE Journal, Institute of Transportation Engineers, November 1980, page 28]

1981 - Red Light Cameras installed in Victoria, Australia for study purposes.

1983 - Red Light Camera enforcement commences in Victoria, Australia.

1983 - New York City commences red light camera studies: "Since 1983, New York City's Department of Transportation (DOT) has been researching red light cameras technology." ["New York City's Red Light Camera Demonstration Program", Rudolph E. Popolizio PE, Chief RLC Program NYC, 1995 ITE 65th Annual Meeting, Compendium of Technical Papers, page 113]

1983 - High Speed Approaches defined by FHWA: "High Speed Approaches" - "Approaches experiencing speeds of 35 mph or higher are considered high speed approaches. If the yellow interval commences while the vehicle is in a "dilemma zone" (zone of indecision), it may be difficult for the driver to decide whether to stop or proceed across the intersection. An abrupt stop may produce a rear-end collision. The decision to go through on the red, may produce a right-angle accident." [Traffic Control Devices Handbook, FHWA, USDOT, 1983, page 4-29]

Regarding yellow time: "If the interval is too short, rear end collisions may result." [Traffic Engineering Handbook, Fifth Edition, p 481, Institute of Transportation Engineers, c1999]

Regarding yellow time: "An incorrect choice for the length of yellow period, however, can lead to the creation of a dilemma zone." [Transportation and Traffic Engineering Handbook, Third Edition revised 1976, p815, Institute of Traffic Engineers]

1985 - "The primary measure of effectiveness for the yellow interval is the percent of vehicles entering the intersection after the termination of the yellow indication; that is, during the red following the yellow." ...... "When the percent of vehicles that are last through the intersection which enter on red exceeds that which is locally acceptable (many agencies use a value of one to three percent), the yellow interval should be lengthened until the percentage conforms to local standards." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 6]

1985 - "Research has consistently shown that drivers do not, in fact, adapt to the length of the yellow." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 8]

November 1985 - "In a recent paper, Parsonson and Santiago reviewed a liability suit in which the City of Flint, Michigan, was held responsible for the wrongful death of a driver who died in a crash when his car was hit by a truck at an intersection with an inadequate yellow phase and no all-red phase. The authors of that paper warned the traffic engineering profession that "the traditional design standards for timing of the clearance period (yellow plus all-red) for traffic signals are inappropriate and unreasonable in some important aspects. They can yield values that are too short for safety...." The paper then recommended improved design procedures "which the engineer would feel more comfortable defending in court." ..... "This project has shown that even the currently accepted practices are commonly ignored and that clearance intervals that are too short are statistically associated with larger than average crash rates. These results and the Flint case should serve to further underline the need to adopt improved clearance interval timing procedures throughout the nation." ["Effect of Clearance Interval Timing on Traffic Flow and Crashes at Signalized Intersections", Zador/Stein/Shapiro/Tarnoff, ITE Journal, November 1985, pgs 36-39]

1988 - Purpose of Traffic Control Device defined: "The purpose of traffic control devices and warrants for their use is to help insure highway safety by providing for the orderly and predictable movement of all traffic, motorized and non-motorized, throughout the national highway transportation system, and to provide such guidance and warnings as are needed to insure the safe and informed operation of individual elements of the traffic stream. Traffic control devices are used to direct and assist vehicle operators in the guidance and navigation tasks required to traverse safely any facility open to public travel." [Manual on Uniform Traffic Control Devices (MUTCD), Part 1 GENERAL PROVISIONS, SECTION 1A-1, "Purpose of Traffic Control Devices", FHWA, 1988, page 1A-1]

1988 - Requirements of Traffic Control Devices defined: "To be effective, a traffic control device should meet five basic requirements: 1.) Fulfill a need. 2.) Command attention. 3.) Convey a clear, simple meaning. 4.) Command respect of road users. 5.) Give adequate time for proper response." [Manual on Uniform Traffic Control Devices (MUTCD), Part 1 GENERAL PROVISIONS, SECTION 1A-2, "Requirements of Traffic Control Devices", FHWA, 1988, page 1A-1]

1988 - Consequences of improperly operated traffic signals identified: "The following factors can result from improper or unwarranted signal installations: 1.) Excessive delay may be caused. 2.) Disobedience of the signal indications is encouraged. 3.) The use of less adequate routes may be induced in an attempt to avoid such signals. 4.) Accident frequency (especially the rear-end type) can be significantly increased." [Manual on Uniform Traffic Control Devices (MUTCD), Part 4, SIGNALS, SECTION 4B-3, "Advantages and Disadvantages of Traffic Control Signals", FHWA, 1988, page 4B-2]

1988 - Manual on Uniform Traffic Control Devices by FHWA contains the following provisions for traffic signals: "4B-20 Signal Operations Must Relate to Traffic Flow" - Traffic control signals shall be operated in a manner consistent with traffic requirements. Data from engineering studies shall be used to determine the proper phasing and timing for a signal. Since traffic flows and patterns change, it is necessary that the engineering data be updated and re-evaluated regularly. To assure that the approved operating pattern including timing is displayed to the driver, regular checks including the use of accurate timing devices should be made." [MUTCD, FHWA, 1988, page 4B-18]

NOTE: The mandatory requirement that phasing and signal timings be based on an engineering study as well as the requirement that "signal operation must relate to traffic flow" were removed by FHWA in the Millennium edition of the MUTCD, released by FHWA in December 2000.

July 1989 - "The objectives are to: 1. Develop methodology that appears reasonable to the general public and that is readily defensible in a court of law. 2. Allow easy identification of violators by law enforcement agents. 3. Ensure the policies consider that the provision of reasonable safety is superior to the desire for operational efficiency when these signal timing objectives conflict. 4. Avoid extensive field and office work, major equipment revision, and other costly procedures." ["Determining Vehicle Signal Change Intervals - Proposed Recommended Practice", Article ITE Journal, July 1989, pgs 27-28, italics/emphasis added]

Contrary to decades of accepted practice, the article emphasizes a radical departure from recommended practice that yields yellow lights shorter than needed to accommodate prevailing conditions at the intersection: "It may be possible to use the posted speed as the approach speed." ["Determining Vehicle Signal Change Intervals - Proposed Recommended Practice", Article ITE Journal, July 1989, page 29, bolded/highlighted entry in article]

January 28, 1992 - San Francisco red light banditry identified: "Police say a steady rise in the number of drivers running red lights in recent years has led departments around the Bay Area to strengthen laws and toughen enforcement." .... "But authorities in San Francisco believe that their city is far and away the leader when it comes to red light offenders. According to Traffic Division Captain Dennis P. Martel, between 25 percent and 29 percent of the injury accidents in San Francisco are caused by drivers who "blow red lights." "This is the most dangerous city in California to drive in, and one of the most dangerous in the country," Martel said." .... "Red light bandits do not discriminate in choosing their victims." .... "Such reassurances, however, are of little comfort to drivers and pedestrians on the streets of San Francisco. Many of those interviewed say they have noticed little change in the maniacal driving habits of red light bandits." ... "Joanna Thompson, an advertising executive with Hal Riney and Partners, was lucky only to be shaken up when her car was rear-ended by an auto that ran a red light at California Street and Presidio Avenue. She was even more surprised when she turned around to see that it was a San Francisco police car." ["More Drivers Running the Signals", Maitland Zane, San Francisco Chronicle, 1/28/92]

1992 - FHWA starts focus groups for red light running campaign "How did the Federal Highway Administration determine the Stop Red Light Running Campaign was necessary? In 1992, FHWA conducted several focus groups consisting of law enforcement officers, engineers, and adult drivers to determine which outreach efforts FHWA should be focusing on. RLR was identified in these meetings as something that needed attention." [From FHWA STOP RED LIGHT RUNNING campaign website on 7/16/01]

1993 - IIHS/Arlington County install two red light cameras for study purposes in Arlington, VA - "'In Arlington County, cameras have been installed at two intersections since 1993, one on Route 50 at Fillmore Street and the second at Columbia Pike and Greenbriar Street. Lt. Steve Hall, a spokesman for the Arlington County police, said yesterday that the cameras were installed under a pilot program by the Insurance Institute for Highway Safety." ["'Alexandria Brakes For Traffic Cameras", Gordon Lubold, Journal Newspaper, 10/18/1996]

1993 - Engineers speak: "3. Rationale for Consistent Speed Zone Guidelines - .... A third rationale is the need for consistency between the speed limit and other traffic control devices. Signal timing and sight distance requirements, for example, should be based on the prevailing speed of traffic. If these values are based on a speed limit that does not reflect the prevailing speed of traffic, safety might be compromised." ........"4. Recommended Practice - .... It is recommended that the engineering study include an analysis of the current speed distribution of free-flowing vehicles. It is further recommended that the speed limit within speed zone be set at the nearest 5 mph increment to the 85th percentile speed or the upper limit of the 10 mph pace." ["Speed Zone Guidelines - A proposed Recommended Practice", Institute of Transportation Engineers", 1993]

Camera/Safety Advocate Speaks: "We do not subscribe to the 85th percentile rule. Thank you anyway for your concern, although it seems to be focused more on protecting dangerous drivers than safe drivers. Sincerely, Lisa Sheik, Executive Director, The Partnership for Safe Driving" [Email message from Crashprevention@aol.com dated 7/31/00]

1993 - "What would you think if traffic engineers decided to time yellow lights so that there might be a vehicle going through the intersection when you get your green?" Of the 239 drivers, 69 percent said that they disapproved, because it sounded dangerous." ["Yellow and Red Clearance Signal Timing: Drivers and Attorneys Speak Out", Parsonson/Czech/Bansley, ITE Journal article, June 1993, page 27] (NOTE: In the CALTRANS Traffic Manual, red clearance time not a standard feature)

"Generally, red clearance intervals are not required. A red clearance interval may be used following the yellow change interval, at very wide intersections, offset intersections, or at other locations where it is desirable to delay the green interval for opposing traffic. Normally, red clearance intervals range from 0.1 second to 2.0 seconds." [Caltrans Traffic Manual Section 9-04.6 "Red Clearance Intervals" http://www.dot.ca.gov/hq/traffops/signtech/signdel/chp9/chap9.htm#Section_4 ]

"If you go out there on the streets of Los Angeles, you better watch yourself if you are going to start out into an intersection when the light turns green," Bernson [LA Councilman Hal Bernson, who represents the northwest Valley] said. "Because there are going to be at least three cars that are going to go through on the red." .... " "The real problem is that people are selfish," Wachs [Councilmen Joel Wachs] said. "They think only of how they can get across the intersection quicker rather than waiting their turn, and they don't take into account that they might jeopardize someone." ["Increased Traffic Patrols Urged", PATRICK MCGREEVY, Los Angeles Times, May 10, 2001]

"If a light is yellow as you approach it, it's extremely likely it will be red when you enter the intersection. If you stop for the red light, and the motorist behind you plows into you, that's his or her fault. If you run the red light and you plow into a motorist crossing on green, that's your fault." [Letters, Anita Clevenger, Sacramento, Sacramento Bee, 5/18/2002]

"When I see a yellow light, I assume four more cars are coming through." [Letters, William Bercovich, Sacramento, Sacramento Bee, 5/18/2002]

"Anyone in the intersection when the traffic light is red shouldn't be there." .... "To keep cars out of the intersection when the cars going the opposite direction have the green light, the yellow light tells us we are going to have a red light for our direction, so we can stop in time." [Letters, Allyn Burke, Pollock Pines, Sacramento Bee, 5/18/2002]

(Note: When letter writer Allyn Burke says "Anyone in the intersection when the traffic light is red shouldn't be there", the letter writer doesn't realize that this is exactly what is intended by design when contemporary yellow light timing methods are used. What LA Councilman Hal Bernson doesn't know is that what he complains about (e.g. vehicles traversing the intersection against the red when cross traffic gets the green) is exactly what is intended by CALTRANS standards.

1994 - 2001 (actually December 1993 according to some published reports) - "In 1994, New York became the first large U.S. city to install the cameras." ["Caught In A Flash...", Steve Emmons, Los Angeles Times, 9/3/98]

"Tom Cocola, spokesman for the New York City Department of Transportation, said the city started with 15 red-light cameras in 1994, now has 30, and is negotiating for 20 more to be installed by May." ["Traffic cameras may soon target red-light runners", Barbara Boyer, Philadelphia Inquirer, 11/26/2000]

"In general, we use 3 second amber and 2 second All-red clearance intervals. Longer intervals reduce efficiency and capacity of an intersection and there is a tendency for motorists to abuse this interval if they learn from experience that it is longer than normal. We would not compromise safety by reducing these clearance intervals at locations where we have red light cameras. In addition the camera does not become operational until three tenths of a second after the red signal is displayed." [Letter by Michael Primeggia, Deputy Commissioner, New York City Department of Transportation, 2/2/01]

"You know, I can only talk about New York. The -- on the streets where the average speed is 45 miles or less, which is the vast majority of streets in New York City, the yellow light lasts for four seconds. It's been like that since there's been yellow lights. You had to know that to give summonses, and I knew that years ago." [Raymond Kelly, former New York City police commissioner, CNN Crossfire, August 17, 2001]

NOTE: As per federal codes, there is no such thing as less than three seconds of yellow on a traffic light (e.g. in the midst of a crisis, NYC provides the minimum yellow under any and all circumstances, in general)

"Research has consistently shown that drivers do not, in fact, adapt to the length of the yellow." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 8]

August 1994 - NEW RULES FOR RED LIGHT CAMERAS?: "A primary measure of effectiveness for the yellow change interval is the percentage of vehicles entering the intersection after the termination of the yellow indication - that is, during the red following the yellow." ...... "When the percentage of vehicles that entered on a red indication exceeds that which is locally acceptable, the yellow change interval may be lengthened (or shortened) until the percentage conforms to local standards, or enforcement can be used instead." ["Determining Vehicle Signal Change and Clearance Intervals - An Informational Report", Institute of Transportation Engineers, Washington, D.C., August 1994, page 5]

"Automatic red light detection requires a partnership between the police department and traffic engineering." .... "It appears obvious that a close partnership is required between the police and traffic engineering during all phases of the red light camera detection operation." ["AUTOMATED RED LIGHT RUNNING DETECTION", by C. Edward Walter, Chief (Retired), Traffic Engineering Division [Howard County, MD]; Member of ITE, http://www.co.ho.md.us/redltech.htm , exact date of publication not indicated]

October 1994 - "But the turning point for camera enforcement occurred in San Francisco in October 1994. A driver ran a red light at 19th and Holloway avenues near San Francisco State University, swerved to avoid another car and skidded through a crowd of 50 students at a bus stop. ["Caught In A Flash...", Steve Emmons, Los Angeles Times, 9/3/98]

"In San Francisco, a particularly gruesome red-light crash in 1994 launched the camera enforcement movement in California. A driver ran the light at 19th and Holloway avenues and slid through a crowd of 50 people at a bus stop. One of the city's first enforcement cameras was installed at this intersection. But traffic engineers discovered that traffic-signal timing was causing many of the red-light violations there because the signals were not coordinated with those at 19th Avenue and Crespi Drive only 250 feet away. Some drivers cruising normally past Crespi found themselves almost immediately confronted with a yellow or red light at Holloway. After the signals were coordinated, very few red-light violations were recorded, said Tom Folks, senior traffic engineer. "We think the prudent approach is to look at all the things you can do before getting to the point of installing the camera," Folks said." ["A Matter of Timing", Steve Emmons, Los Angeles Times, 9/3/98]

"The driver was at the wheel of a brown 1987 Toyota Tercel, according to authorities, who said his current driving record is clean. He was northbound on 19th and tried to run through a changing light at Holloway, Hunter said. The driver swerved to avoid cars entering the intersection, lost control and ran up on the sidewalk into a crowd of people, most of them students, Hunter said." .... "Just three months ago, a student crossing 19th and Holloway was fatally struck by a hit-and-run driver. On July 19, 23-year-old Petrel Chan was hit at about 12:30 p.m. by a truck that police say ran a red light as Chan crossed the intersection." ... ""For the past few years, the university has been concerned about this intersection," said Ligeia Polidora, an S.F. State spokeswoman. She said 17 injury accidents occurred there in 1992." ["Car Plows Into Bus Stop at S.F. State -- 15 Hurt / Witnesses say driver sped through light", Ken Hoover, J.L. Pimsleur, San Francisco Chronicle, 10/19/1994]

"University spokeswoman Ligeia Polidora identified Park as a student at Notre Dame College in Belmont who was returning to his home in San Francisco when his car swerved out of control, apparently trying to avoid another car, at 9:45 p.m.

She said Tuesday's accident has simply highlighted what the school considers a major problem at the intersection, one of the more treacherous in the city. "According to police records, there have been 160 accidents at that intersection since 1990," Polidora said. "We've been working on the issue for years." .... "She cited startling accident statistics for the intersection that she said were compiled by the Police Department during the past three years. In 1994, from January 1 through last week, there were nine injury and 13 noninjury accidents; in 1993, 20 injury and 19 noninjury accidents; and in 1992, 17 injury and 17 noninjury accidents." .... "John Newlin, head of the city's Parking and Traffic Department, said his agency has tried to make the intersection safer. But he added that many accidents are not the result of a design flaw at the intersection but of disregard for red lights." ["Police Cite Driver In Bus Stop Crash / Busy intersection plagued by traffic problems for years", William Carlsen, San Francisco Chronicle, 10/20/1994]

Local person from housing clinic describes possible problem along wih an engineering solution?: "Tuesday night's unfortunate accident at 19th and Holloway avenues at San Francisco State University underscores again the urgent need to completely rethink the design of that intersection and the approaching streets." .... "Nevertheless, one effective measure that can be taken immediately is that stoplights could be staggered, such that a few seconds would elapse between a light's turning red and traffic in another direction being given a green light." ["RED-LIGHT TRAGEDY", RANDY SHAW of Tenderloin Housing Clinic, San Francisco, LETTERS TO THE EDITOR, San Francisco Chronicle, 10/20/1994]

October 25, 1994 - San Francisco officials call for red light cameras: "Less than a week after a speeding car ran a red light and plowed into 15 people at one of the city's busiest intersections, a call has gone out for a high-tech crackdown on motorists -- especially those who run red lights." .... "The idea is overdue, said Leal [San Francisco Supervisor Susan Leal], who introduced the idea at yesterday's meeting of the Board of Supervisors. She noted that the number of accidents caused by drivers who ignore the command of red traffic signal lights in San Francisco is 20 times higher than the state average. "That means our intersections have become death traps," she said." .... "Cars on city streets are rammed broadside by red-light runners with alarming frequency, according to the California State Automobile Association. There are 371 so called "right-angle accidents" per 100,000 people in San Francisco compared with an average of 19 per 100,000 people elsewhere in the state. Under the plan, high resolution cameras with timers would be mounted on poles at notorious intersections -- such as Fourth and Harrison streets where 29 accidents happened in 1993." .... "The snag, Leal acknowledged, is the cost. The hardware for the camera, including the casing, wiring, and installation is estimated to be about $8,000 per intersection. The cameras cost another $50,000 each. Leal called yesterday for the Police Department and the Department of Parking and Traffic to study the most dangerous crossings for a month to determine the feasibility of camera-controlled intersections. Leal thinks that federal highway funds could be used to pay part of the cost. And, of course, if the city has as many violators as it apparently does, they could pay for a large part of the rest." ["Plan to Curb Red-Light Running / S.F. supervisor wants cameras installed at worst intersections", Clarence Johnson, San Francisco Chronicle, Oct 25, 1994]

1994 - "The preparatory activities of the Automated Enforcement Program, which began in 1994, were supported by seed money from the National Highway Traffic Safety Administration (NHTSA),..." [ http://www.nhtsa.dot.gov/people/outreach/safedige/Spring1998/n5-58.html ]

"The new Automated Enforcement Program is designed to be self-supporting through the payment of fines for red light violations." [http://www.nhtsa.dot.gov/people/outreach/safedige/Spring1998/n5-58.html]

November 1994 - IIHS begins counting red light runners at US50 and Fillmore in Arlington for "RED LIGHT RUNNING AND SENSIBLE COUNTERMEASURES" - "A study conducted over several months at two busy intersections in Arlington, Virginia (an urban area outside Washington, D.C.), indicates that motorists frequently run red lights. Red-light running was monitored using a microprocessor-based GATSO red-light camera at two sites between November 1994 and March 1995 (only one direction at each intersection was observed)." ["Red-Light Running and Sensible Countermeasures - Summary of Research Findings", Retting/Williams/Greene, Transportation Research Record 1640, Paper No. 98-0895] [R.A. Retting and A.F. Williams, Insurance Institute for Highway Safety, 1005 North Glebe Road, Arlington, VA 22201, M.A. Greene, User Technology Associates, 4301 North Fairfax Drive, Arlington, VA 22201.] [SPECIAL NOTE: One of the intersections was the eastbound US50 approach at Fillmore St. in Arlington, where the yellow time on the light was increased from 4.00 to 4.50 seconds by Arlington County on August 1, 1997, according to Arlington County officials (AFTER THE COUNTING OF "RED LIGHT RUNNERS")]

Description of US50 at Fillmore in Arlington: "At Site 1, a divided six-lane, high-speed [72-km/h (45mph)] prinicpal arterial, 6,171 violations were observed during 1,176 hr (5.2 per hour)." ...... "Both locations had 4-sec yellow signal phases, which was deemed adequate." ["Red-Light Running and Sensible Countermeasures", section "Frequency of Red-Light Running", Retting/Williams/Greene, Transportation Research Record 1640, Paper No.98-0895][R.A. Retting and A.F. Williams, Insurance Institute for Highway Safety, 1005 North Glebe Road, Arlington, VA 22201. M.A. Greene, User Technology Associates, 4301 North Fairfax Drive, Arlington, VA 22201] (NOTE: The US50 eastbound approach to Fillmore Street is downhill at a 4-4.50 percent gradient, as per VDOT roadway profile drawings)

Description of "red light runners" counted by IIHS under dangerously inadequate four second yellow light at US50 and Fillmore in Arlington, VA (Yellow increased in August 1997, after the counts): "The deliberate running of red lights is a common - and a serious - violation. Institute researchers measuring the frequency of this offense during several months at a busy intersection in Arlington County, Virginia, found a red light runner every 12 minutes on average - every 5 minutes during the peak travel time between 8 and 9 a.m. This adds up to more than 100 chances each day for an unsuspecting motorists or pedestrian to become a crash victim at just one intersection." ["Statement before the Kentucky Senate Transportation Committee - On red light violations and red light cameras", Richard A. Retting, Insurance Institute for Highway Safety, 3/9/2000, page 1]

"The primary measure of effectiveness for the yellow interval is the percent of vehicles entering the intersection after the termination of the yellow indication; that is, during the red following the yellow." ...... "When the percent of vehicles that are last through the intersection which enter on red exceeds that which is locally acceptable (many agencies use a value of one to three percent), the yellow interval should be lengthened until the percentage conforms to local standards." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 6]

February 1995 - Comprehensive 10-year Australian red light camera accident study finds no reductions in accidents due to red light cameras but rather identifies increases in accidents: "The results of this study suggest that the installation of the RLC [Red Light Cameras] at these sites did not provide any reduction in accidents; rather there has been increases in rear end and adjacent approaches accidents on a before and after basis and also by comparison with the changes in accidents at intersection signals. There has been no demonstrated value of the RLC as an effective countermeasure." ["A Long Term Study of Red Light Cameras and Accidents - Research Report ARR261", David Andreassen, Principal Research Scientist, Australia Road Research Board Ltd., A report initiated and part funded by Vic Roads, February 1995] Read the accident report online http://www.freedom.gov/auto/biblio.asp

1995 - Monash University Red Light Camera Study released: "Andreassen (1995) found that the installation of RLC's at 41 sites studied did not result in any reduction in accidents at those sites. Further, he found no significant differences between crashes at RLC sites compared with signalized intersections in Melbourne generally. Thus, there was no need to do an extensive analysis of the correlation between red light running behaviour observed in this study and crashes. Nevertheless, a simple correlation analysis was undertaken for red light running data in the current study and revealed no significant relationship between the frequency of crashes at RLC and non-RLC sites and differences in red light running behaviour." .... " While the need for more RLC installations was not justified by this, or the recent accident study of Andreassen (1995), nevertheless there are grounds for improving the operation of existing RLC locations." ["Red Light Running Behaviour at Red Light Camera and Control Intersections", Monash University Accident Research Centre - Report #73, Kent, S./Corben, B./Fildes, B./Dyte, D., 1995 http://www.general.monash.edu.au/muarc/rptsum/es73.htm ]

February 1995 - VA legislature approves legislation allowing red light cameras in Virginia on a limited trial basis - "Other cities have experimented with red-light cameras, and the Virginia state legislature passed a law in 1995 allowing cities and counties in Northern Virginia to install them." ["Red-Light Scofflaws Face Camera", Anna Borgman, The Washington Post, 12/5/1996]. "In February, the Virginia legislature passed a law making it legal for much of Northern Virginia to begin using automated surveillance cameras at intersections." ["A Picture is Worth a $50 Ticket, Spenser S. Hsu, The Washington Post, 9/14/95]

1995 - California legislature approves three year red light camera trial period.

1995 - New York City official acknowledges importance of the amber light: "Considering a candidate location required time and patience. It was necessary to ensure that the signal timing was correct and that the traffic signal controller was operating properly. Of utmost importance was the timing of the amber phase since a short amber could be the reason for red light runners. Two locations were identified where an adjustment to the amber phase achieved the desired result and no cameras were installed." ["New York City's Red Light Camera Demonstration Program", Rudolph E. Popolizio PE, Chief RLC Program NYC, 1995 ITE 65th Annual Meeting, Compendium of Technical Papers, page 116]

July 1995 - Fairfax County (VA) Board of Supervisors authorizes staff to look into use of red light cameras. "In July, Fairfax County supervisors authorized staff to request bids for a similar project." ["A Picture is Worth a $50 Ticket, Spenser S. Hsu, The Washington Post, 9/14/95]

July 19, 1995 - San Francisco officials disclose red light camera plans: "Early next year, San Francisco's Department of Parking and Traffic will start using cameras to catch drivers who run red lights, department Director John Newlin said last night." .... "Newlin's office has proposed setting up the automatic cameras at the following intersections: Sixth and Bryant streets, Tenth and Harrison streets, Market Street and Van Ness Avenue, 19th and Holloway avenues, Seventh and Mission streets, and 19th Avenue and Sloat Boulevard. The city's Transportation Authority has approved $250,000 in initial financing for the project." .... ""The only way to get people to stop doing what they do is to hit them in the pocketbook," said Commissioner Elaine Louie. "I would support a $250 fine -- that's what it costs to park in a bus zone. I'd support a $350 fine." ["S.F. Focuses On Stoplight Runners / Cameras to be installed at 6 busy intersections", Teresa Moore, San Francisco Chronicle, July 19, 1995]

Elaine Louie's statement was false:

"[By email] I have answered the questionnaire and attached some charts of our violations-per-pass experience which illustrate the importance of "other" considerations on the rate at which red lights are violated. At both Patrick/Gibbon and Seminary/Nottingham (charts 2 and 3) other factors significantly contributed to steep drops in our rate of red light running. In the case of Patrick and Gibbon the cause was a retiming of the lights immediately preceding this intersection which had a profound impact. Similarly, the retiming of the yellow phase at Seminary and Nottingham had a dramatic effect." [Mark Canoyer, Tech. Services Div. Chief, Alexandria Police Department, September, 2001, "Evaluation of Traffic Engineering Aspects of Photo Monitoring Programs in Virginia", Virginia Department of Transportation, 5/7/02, page 75](special note: the yellow was increased at Patrick/Gibbon as well as per Alexandria traffic signal operators)

"The Virginia Department of Transportation found when it increased the yellow time at one of the state's red light camera intersections [US50 and Fair Ridge Drive], red light running dropped to almost nothing. " ["Forced To Run The Red?", Elaine Murphy, KOIN News, Beaverton, Oregon, 5/16/2001]

"The most significant change in the number of violations occurred at the intersection of Mission Bay Drive and Grand (1541) where the yellow change interval was extended from 3.1 seconds to 4.7 seconds. This change resulted in an 88-percent decrease in the number of violations. At the five other intersections, the number of violations dropped significantly in response to longer yellow times." ["City of San Diego Enforcement System Review Final Report", PB Farradyne Inc., January 14, 2002, Chapter 6 (Traffic Engineering and Traffic Operations Improvements", page 78] (there was no public disclosure of the yellow increases when they happened or the results from making them)

August 29, 1995 - FHWA/NHTSA launch nationwide public relations campaign to promote red light cameras: "SECRETARY PENA LAUNCHES CAMPAIGN TO STOP RED LIGHT RUNNING; Awards Grants to 32 Communities" [DOT 139-95, Press Release, http://www.dot.gov/affairs/1995/rlr.htm ]

"At about the same time, a series of red-light fatalities in State College, Pa., alarmed one of its residents, Tom Larson, who just happened to run the Federal Highway Administration. "I asked our people to start looking seriously for a way we could minimize this behavior," Larson said. What resulted was a slick package of audio, video and written materials for launching local safety campaigns, plus $15,000 grants to help get the campaigns started. Thirty-two cities, including San Francisco and Sacramento, signed up, and some went to great lengths to carry out the campaigns. For a while, police in Kenner, La., were pulling over motorists who had obeyed the red light by issuing prizes instead of citations. Mila Plosky, who manages the highway administration's safety outreach, credited the program for making people aware of the red-light running problem and laying a foundation for approval of camera enforcement. "Public acceptance is not there without the (public relations effort)," she said. ["Caught In A Flash", Steve Emmons, The Los Angeles Times, 9/3/98]

September 14, 1995 - Insurance Institute for Highway Safety researcher talks about violators at a light with dangerously inadequate yellow time (later increased): "'As the traffic on Arlington Boulevard roars behind him like a barely contained river of rapids, engineer Richard A. Retting quietly tends a small, cabinet-sized machine set just off the roadway. Inside is a camera with a tiny computer brain. It's purpose? To photograph the license plates of drivers who run the red light at Fillmore Street. After 10 years as a transportation engineer and five years as an insurance industry researcher, Retting is easily angered by the red-light scofflaws who whiz through the intersection. "To me, that's no different than walking down a street in Washington with your eyes closed shooting off a handgun." said Retting, who works for the Insurance Institute for Highway Safety, which is overseeing this test site and a second location in Arlington County. ["A Picture is Worth a $50 Ticket", Spencer S. Hsu, The Washington Post, 9/14/95] (Why wasn't the yellow light lengthened and the results of doing so documented in the "study"? The yellow light was lengthened at US50 and Fillmore in Arlington after the alarming number of "red light runners" were counted.)

September 1995 - Washington Area Council of Governments announces plans for a public relations campaign using federal funds: ""How many times did you see someone run a red light today?" asked Sherry Conway Appel, spokeswoman for the council. "I think it's the norm in Washington, or it's becoming the norm, and it's dangerous." ..... "The Council of Governments plans to launch a public education campaign and driver survey in October, using a $ 25,000 federal transportation grant and matching corporate donations. The money will help buy billboard and bus advertisements to urge Washington drivers to "wake up" to the issue, Conway Appel said." ["A Picture is Worth a $50 Ticket", Spencer S. Hsu, The Washington Post, 9/14/95]

November 12, 1995 - San Francisco Chronicle reports that no one in San Francisco knows why red signals no longer command "the respect of old": "There's nothing ambiguous about a red light, even though the driver of a silver BMW that just blew through the intersection after the fateful change of colors appeared to hold a different view. He was a full second late. A full second is a long time in the world of red lights." .... "Then the crackdown ended. Now, three months later, a red light again means to a driver what a red cape means to a bull." .... ""Yes, it was yellow when you first saw it," Lujan says earnestly to the driver of a Toyota on Turk Street. Always find points of agreement, always be polite, always write the ticket. "It wasn't yellow when your car entered the intersection," he says, and the pad is out, the pen in motion." .... ""There has been a real deterioration in driving habits," he [Sergeant Bill White] said, from his desk at the Hall of Justice. "To a lot of people, the yellow light means `pedal to the metal.' People aren't just blowing red lights, they're blowing them at 40 miles an hour. White got up from his desk and raised the blind on the office window. Outside was the intersection of Seventh and Bryant streets. Within seconds, the signal changed and a northbound driver ran the red at about 45 miles an hour -- right in front of the cop house." ... "No one knows, exactly, why a red light no longer commands the respect of old. People are in a hurry, say the cops, but people have always been in a hurry." .... "THE DIRTY DOZEN The 12 worst intersections in San Francisco, by red light-related injury accidents over the past five years, according to the S.F. Police Department: 1. (tie) Sixth and Bryant -- 54; 1. (tie) 10th and Harrison -- 54; 3. Seventh and Mission -- 34; 4. Third and Harrison -- 31; 5. 19th and Sloat -- 21; 6. Fourth and Harrison -- 20; 7. Market and Van Ness -- 16; 8. (tie) Bay and Columbus -- 9; 8. (tie) Third and Palou and Mendell -- 9; 10. Geary and Gough -- 8; 11. 16th and Mission -- 5; 12. 17th and Castro and Market -- 3 ["He's Got a Ticket to Write / San Francisco cop Joe Mayers doesn't know why people run red lights. But when they do, he's ready for them", San Francisco Chronicle, Steve Rubenstein, 11/12/1995]

January 1996 - California's three year red light camera trial period begins: "Beginning with the new year, California cities and counties may use surveillance cameras to capture drivers running red lights." .... "It was a bill opponents lambasted as a manifestation of Orwellian "Big Brother" politics and opposed by the union representing California Highway Patrol officers for its potential to replace the rank and file, but Kopp [state Sen. Quentin Kopp, I-San Francisco] prevailed." ["CALIFORNIA TO USE CAMERAS TO CATCH RED-LIGHT RUNNERS", GEORGE RAINE The San Francisco Examiner, Times - Picayune, New Orleans, La., 12/30/95]

February 15, 1996 - Howard County, MD red light camera plans discussed: "When Frank S. Turner drove home from work along Broken Land Parkway the other evening, he dutifully stopped when the light turned red at the intersection with Snowden River Parkway. He waited until the light turned green -- and then waited some more. At least eight cars tore through the intersection long after the light in their direction had gone red. "I almost had an accident," Turner told a gathering of his co-workers. Turner is not just another law-abiding citizen fed up with death-wish drivers. As a member of the Maryland House of Delegates, representing a Howard district, he also makes the laws, as do other members of the Howard County delegation to whom he recounted his red-light woes during a meeting last week. The meeting was held to discuss, among other items, the launch of a pilot program in Howard County to install, at dangerous intersections, cameras to take pictures automatically of any car that runs a red light. The program is to begin within the next two weeks, with the first camera being installed at Stevens Forest Road and Broken Land Parkway. It will be the first in the state and one of the few in the country, according to county officials. New York City is the only place in the country that has a permanent camera program aimed at zapping red-light runners, although several cities have pilot programs, the officials say. A pilot program has been underway for the last month in Boston, and the Massachusetts legislature is considering a bill to allow more cameras in the city and a nearby suburb. "We are looking for help," said Sgt. Glenn Hansen, of the Howard County police department. "We've had serious violations and serious collisions." .... "Eventually, county officials hope to be able to fine violators cited, but this type of traffic enforcement currently is prohibited by state law. A bill has been introduced in the General Assembly to permit fines of up to $100. Until the bill passes, Howard will not be allowed to assess any fines. In the interim, officials say, they will send out warnings." .... ""We are against photo surveillance as a concept of law enforcement," said Sharon Perry, spokeswoman for AAA Maryland. "We promote safety, but we do feel the motorist has the right to speak with an officer at the site." .... "Arlington was the site of a recent two-intersection pilot program conducted by the Insurance Institute for Highway Safety, but Arlington officials decided, because of concerns about civil liberties violations, not to proceed further, according to James Burney, an Arlington traffic engineer. Howard County's camera is likely to get quite a workout. According to C. Edward Walter, of the Department of Public Works, a team that recently was dispatched to the Broken Land-Stevens Forest intersection counted 51 red-light infractions in a four-hour period. Some of the cars shot through the intersection several seconds after the light turned red, Hansen told the county's state legislators." ["Keeping an Eye On Red-Light Scofflaws; Pilot Program in Howard County To Install Cameras at Intersections", Peter Maass, Thw Washington Post, 2/15/96]

April 10, 1996 - San Francisco officials unveil first red light camera: "Red means stop, especially at Seventh and Mission streets. That's where the city switched on its latest high-tech toy yesterday -- a $50,000 camera that photographs the license plates and faces of motorists who blow red lights." ..... "As Brown and Leal attended to the unveiling, at least four cars ran red lights. One of the runners, from behind the wheel of a green BMW, even waved." .... "Inside the Cafe do Brasil coffee shop on the corner of Seventh and Mission, owner Elvia Santos said the cameras are long overdue. She looks out the front window at a different horrible accident every week or so, she said. "One morning there were five crashes in three hours," she said. "My God, every time I walk across the street I pray to the Lord."" ["S.F. Gets Serious About Red Light Runners / First of several cameras installed at intersection of 7th and Mission", Steve Rubenstein, San Francisco Chronicle, April 11, 1996]

June 23, 1996 - Washington Post associates red signal violations with murder: "The red-light runners, brazen as ever, are blowing through intersections all over this region, with disregard for life, limb and the pursuit of a completed journey." ..... "Like Richmond, this region has been selected by federal transportation officials for an enforcement project." ... "Some years ago, the Council of Governments with help from some private groups produced a bumper sticker that may deserve another printing: "I Stop for Red Lights." Clearly not enough people do, and there is no reason to wait for a murder in the crossroads before getting a lot tougher." [Brake Points, Editorial, Washington Post 6/23/96]

July 21, 1996 - Montgomery County, MD elected official writes in favor of red light cameras: ""Murder in the crossroads" (as the editorial terms it) and murder in the crosswalks is a very serious and growing problem." ... "Cameras at intersections are effective eyes to catch red-light runners." ... "It is an idea whose time has come -- there is clearly no reason to wait for murder in the crossroads." ["Cameras to Catch Red-Light Runners", Letters to the Editor, BETTY ANN KRAHNKE, Montgomery County Council, Washington Post, 7/21/96]

July 1996 - New York City red light camera results disclosed: ""I've been told that accidents actually go up at red lights where cameras are installed," Zucker [Perry Zucker, degreed engineer and New York defense expert witness] says, "because once people learn [the cameras] are at an intersection, they slam on their brakes when the light turns yellow and get rear-ended." ...... "Allan Fromberg, assistant commissioner, public information of the New York City Department of Transportation, disagrees. He says safety has been enhanced because of the cameras. He says the number of red light violations at 18 locations where the red light cameras are installed has been cut by 15 percent to 20 percent." ..... "New York City began the program with 12 cameras in the five boroughs in December 1993. The city now has 18, with approval for 32 more. Reports say each red light camera generates thousands of dollars of revenue every day. In two-and-a-half years, 360,000 citations have yielded the city more than $15 million." ["1,2,3 red light", Ray Hitchcock, Overdrive, July 1996, Volume 36, Issue 7, p51]

1996 - IIHS sets up cameras in Howard County, MD and counts "red light runners"? - "Unbeknown to many Howard County drivers, cameras are monitoring their red-light running. The devices were installed earlier this year, although violators have not been receiving tickets. Until now. Next week, county officials will begin sending out violation notices. And state lawmakers are working on legislation that would allow the county to fine car owners up to $100 for each transgression. At one busy intersection on Little Patuxent Parkway in Columbia, for example, drivers run a red light on average every 16 minutes, county officials said, and that's only the traffic headed in one direction. The rate climbs to once every seven minutes during evening rush hour." ["Red-Light Scofflaws Face Camera", Anna Borgman, The Washington Post, 12/5/1996] (Sound Familiar?)

"Institute researchers used red light cameras in Arlington, VA, for about three years. More than 30,000 violators were recorded, but no citations were issued because the work was conducted for research purposes only. (4) The camera systems have been extremely accurate and reliable. They have required virtually no maintenance. The same equipment subsequently was installed at two intersections in Howard County, Maryland, to help police and traffic engineers evaluate the extent of red light running and the feasibility of using red light cameras to help enforce traffic laws. Results confirmed that violations are frequent and red light cameras function well." ["Statement before the Kentucky Senate Transportation Committee - On red light violations and red light cameras", Richard A. Retting, Insurance Institute for Highway Safety, 3/9/2000, page 2]

1985 - "Research has consistently shown that drivers do not, in fact, adapt to the length of the yellow." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 8]

September 11, 1996 - Tragic Red Light Accident in San Francisco Claims Bicyclist's Life: "One of the city's most dangerous intersections claimed a life yesterday when a truck driver apparently ran a red light at freeway speed and plowed into a bicyclist. The cyclist was struck and killed in the southbound lanes at the intersection of Park Presidio Drive and Lake Avenue by a large flatbed truck driven by Bruce King, a trucker who works for a Southern California metals firm." ... "According to the California State Automobile Association, San Francisco posts almost 20 times more "right angle" accidents -- high-speed collisions involving cars striking each other perpendicularly, a pattern typical of red-light mishaps -- than the state average. Annually, there is an average of 371 such accidents per 100,000 people in San Francisco, compared to 19 per 100,000 statewide, the insurance firm reported." .... "Bosch [Sergeant James Bosch of the San Francisco Police Department.] said Park Presidio and Lake is one of the city's worst intersections. "A lot of accidents happen there," said Bosch. "Depending on your direction, it's the first or last stoplight in the city. Many people are going at high rates of speed, and southbound drivers are just leaving the tunnel. If someone isn't paying attention, it can really turn into tragedy." ["Truck Runs Red Light -- Bicyclist Killed / Accident at notorious S.F. intersection", Glen Martin, Chronicle Staff Writer, San Francisco Chronicle, 9/11/1996] (Why is this intersection one of the city's most dangerous and why does SF have 20 times more side impact collisions than the state average? These are engineering questions and they have engineering answers.)

September 11, 1996 - Slow start for San Francisco red light cameras: "The accident was a grim reminder that San Francisco has made little progress in its much-ballyhooed program to identify traffic scofflaws running red lights at dangerous intersections. Ironically, city officials met yesterday morning to discuss the program, which involves the use of cameras to record the license plate numbers of red-light runners for later citations. The first camera was set up at Seventh and Mission streets in April amid great fanfare. By now, several cameras were supposed to be up and running. Instead, only two have been installed -- the original camera and one at 19th Avenue and Holloway Avenue. "There have been some problems with false starts," acknowledged Ed Walsh, an administrative analyst with the Department of Parking and Traffic. "Some of the companies that were supposed to install prototype (cameras) weren't able to get them into production." But San Francisco Supervisor Susan Leal, who was the prime mover behind the camera project, said the real hang-up was bureaucratic rather than technological. "At first, there were some money problems, then a Muni bus hit one of the cameras, then we had some problems with permits. But that has all been taken care of," said Leal. "What's really delaying things now is state approval of the ticket forms." ["Truck Runs Red Light -- Bicyclist Killed / Accident at notorious S.F. intersection", Glen Martin, Chronicle Staff Writer, San Francisco Chronicle, 9/11/1996]

September 12, 1996 - San Francisco traffic engineers at fault? Traffic official makes pitch for camera$: "As friends mourned the traffic death of a San Francisco bicyclist they described as a "healer and Renaissance man," city officials pondered ways to stem the carnage caused by motorists running red lights. Gary Knight, 52, was killed Tuesday by truck driver Bruce King, who ran a red light at the intersection of Park Presidio Boulevard and Lake Street. Police said King was checking an address on his clipboard and failed to notice the changing light." .... "None of the friends expressed any animus toward King, driver of the truck that struck and killed Knight, acknowledging it as a tragedy caused by a moment of inattention. "The real villains here are the traffic engineers," said Jeffrey Tumlin, a bicyclist, friend of Knight's and a transportation planner for Stanford University. "The problem with (the Park Presidio and Lake intersection) is that you have people coming directly off a freeway -- which is designed for cars -- to a stoplight. There is nothing to tell them they have made a transition to city streets, which are designed for people," Tumlin said." .... "Traffic calming systems and the cameras the city is installing at intersections to take videos of red-light runners are steps in the right direction, said John Newlin, San Francisco Department of Parking and Traffic executive director. But Newlin also called for a stronger measure to make a real dent in the accident rate. "We have to follow the New York City model, to decriminalize red-light running, to change it from a criminal to a civil matter," said Newlin. "Right now, the city has to prove that anyone running a red light is the owner of the vehicle. If the photo isn't clear -- and often it isn't -- the vehicle owner can claim he or she wasn't driving the car." But by making such a violation a civil matter, said Newlin, "the city can charge a hefty fine and the burden of proof isn't nearly as onerous. In New York, the registered owner of a vehicle is responsible for all citations, running red lights included." ["Friends Mourn Cyclist Killed at S.F. Intersection / Gary Knight remembered as `Renaissance man'", Glen Martin, San Francisco Chronicle, 9/12/1996]

October 18, 1996 - Alexandria, VA Councilman weighs in: ""But Speck [Alexandria Councilman David Speck] said he is disturbed by the number of red-light runners in the city and the hazard of the practice. "There's no question that the problem is absolutely out of hand, and that you can't have police officers at every intersection," he said." ["Alexandria Brakes for Traffic Cameras", GORDON LUBOLD, Journal Newspaper, 10/18/1996]

Fast Forward: Alexandria PD official describes results from increasing yellow lights at the camera sites: "[By email] I have answered the questionnaire and attached some charts of our violations-per-pass experience which illustrate the importance of "other" considerations on the rate at which red lights are violated. At both Patrick/Gibbon and Seminary/Nottingham (charts 2 and 3) other factors significantly contributed to steep drops in our rate of red light running. In the case of Patrick and Gibbon the cause was a retiming of the lights immediately preceding this intersection which had a profound impact. Similarly, the retiming of the yellow phase at Seminary and Nottingham had a dramatic effect." [Mark Canoyer, Tech. Services Div. Chief, Alexandria Police Department, September, 2001, "Evaluation of Traffic Engineering Aspects of Photo Monitoring Programs in Virginia", Virginia Department of Transportation, 5/7/02, page 75](special note: the yellow was increased at Patrick/Gibbon as well as at Seminary/Nottingham as per Alexandria traffic signal operators. Notice too that yellow lights are not increased, they are "retimed".)

November 13, 1996 - "They are some of San Francisco's worst intersections -- where motorists often ignore red lights and pedestrians are scared to step off the curb, according to senior and disabled advocates." ... "Only two of the intersections on Senior Action Network's list appear on city engineers' roster of trouble spots, which is based on the number of reported accidents. The city has installed four cameras to catch red-light runners in the city, and one of those - at 19th and Holloway avenues -- is at an intersection targeted by the group." ["Seniors' Group Lists Most Treacherous S.F. Intersections", Catherine Bowman, San Francisco Chronicle, 11/13/1996]

November 22, 1996 - Minnesota tests red light cameras: "State transportation officials are testing the camera and one engineer told WCCO-TV he was surprised at how much film was needed for just the first day. It snapped 300 shots, pictures that could someday be mailed to offending drivers along with a traffic ticket. "I didn't expect that high of a number that fast," said Mike Kowski, a state traffic safety engineer, pictured right with the experimental camera. Unfortunately for drivers who translate "yellow" to "hurry up," the test isn't to see if the camera can work. It's to see if it can survive a Minnesota winter." ["Cameras Catch Red-light Runners-Experimental Equipment Snaps Shots of Drivers Running Red Light", WCCO News, 11/22/96]

January 1997 - California lawmaker proposes steep increase in fine for red light camera tickets. San Fran Health Department overstates red light fatalities: "Responding to mounting public concern over an "epidemic" of drivers barreling through intersections after the light has turned, a Bay Area lawmaker yesterday said he plans to carry legislation to nearly triple the fines on red-light runners." ... "That's what they would get under the proposal by Assemblyman Kevin Shelley, D-San Francisco. His bill, now in draft form, would increase the fine to $270 from the current $104." ... "We all know, particularly in San Francisco, there's an epidemic of people passing through intersections," Shelley said yesterday. "Increasing the fine will directly result in a reduction of bodily harm, injury and death." .... "A study released earlier this month by the San Francisco Department of Public Health said more than 20 percent of the fatal crashes that killed 41,000 people nationally in 1995 were caused by drivers ignoring traffic signals." .... "Shelley said that in California, the problem is most acute in San Francisco and Sacramento but San Diego and Los Angeles are not far behind." ["Running Red Could Cost More / Bay Area lawmaker proposes $270 fine", Greg Lucas, San Francisco Chronicle, 1/30/1997]

March 3, 1997 - California Highway Patrol tells drivers it could be deadly to go when light turns green: "Kohler [Steve Kohler, CHP spokesman] also offered this advice: "When the light turns green, count a couple of seconds and look both ways before you go. Just because you have a green light doesn't mean that's going to make you invulnerable. You can have the right of way and be dead right." ["Seeing Red When Drivers Run Stop Lights", DAVID HALDANE, Street Smart, Los Angeles Times, May 3, 1997]

March 6, 1997 - Red light madness in San Francisco claims victim. : "One pedestrian died and another was injured in an accident yesterday involving what San Francisco police called a red-light runner, prompting a member of the Board of Supervisors to call for 16 more cameras at busy intersections to clamp down on traffic scofflaws." .... "Police said the accident occurred shortly after 10 a.m. when a San Francisco man driving a brown Chrysler sped southbound on Howard Street and ran the stop light. Halfway through the intersection, the Chrysler was broadsided by a silver Volvo traveling westbound on Ninth Street. The impact caused the Chrysler to slam into two pedestrians on the northwest corner. Neither driver was hurt. "It was definitely a red-light violation," said traffic officer Allen McCann." .... "We are trying to bring this up a level because it such an epidemic in this city," said Supervisor Susan Leal. "This problem is not unlike drunk driving. It is something that is totally unacceptable. But people still think it is somehow OK to run red lights every now and again." .... ""Yesterday's accident suggests that people are still running red lights, and they are going to get moving violations because of it," said Leal. "When we started this campaign, we had a woman talk about losing her only son to someone who gained only 30 seconds in time. So, like drunk driving, people are getting killed because of this." .... "San Francisco is one of 32 cities selected by the Federal Highway Administration for a $27,000 grant for a six month anti-red-light running campaign. But Yant [Abbie Yant, who heads the Stop Redlight Running Campaign for the Emergency Medical Services Agency] is not optimistic about quickly changing drivers' behavior." ["Pedestrian Killed in S.F. Accident / Police blame driver who ran red light", Clarence Johnson, Maitland Zane, San Francisco Chronicle, 3/6/1997]

March 8, 1997 - San Francisco official says people are fed up with "red light running": "Thank you for your excellent coverage on the recent San Francisco Health Department's profile of red-light runners. As indicated by the response to your Commuter Chronicles, people are fed up with this irresponsible behavior." ... "Almost everyone has a scary red-light running story to tell. Now we want those stories to include the message. Red-light running is not OK in our city." ["RED-LIGHT RUNNERS", Letters to the editor, by JOHN BROWN, M.D., Medical Director, Emergency Medical Services, San Francisco, San Francisco Chronicle, 3/8/1997]

March 10, 1997 - Description of US50 and Fillmore in Arlington (IIHS study site) and the yellow lights: "They collected data in Arlington County, Virginia at the intersection of an eight-lane east/west principal arterial roadway (six thru lanes plus left turn lanes) and a four-lane north/south collector street. Specifically, the data were for vehicles and drivers going east on the arterial; the speed limit was 45 miles per hour. Virginia law requires drivers to stop when confronted by a steady yellow light if it is not reasonably safe to continue. Retting and Williams described the length of the signal clearance interval (yellow plus all-red phases) as consistent with the recommended practice of the Institute of Transportation Engineers. ["Red-Light Violators: What Characteristics Do They Share?", Auto and Road User Journal - US Roads, 3/10/97] (Yellow on the light was increased by Arlington after the red light runners were counted. Increasing the yellow lights and results of doing so never disclosed.) (Not mentioned is that the roadway approach grade is downhill between 4-4.50 %)

March 12, 1997 - San Francisco red light madness continues: "Kalaveras was arrested Monday night at his South of Market home. A blood sample Kalaveras gave voluntarily after the accident showed traces of cocaine, leading to the driving under the influence charge, according to police. The crash provoked outrage against red-light runners in San Francisco and prompted Supervisor Susan Leal to call for more cameras at busy intersections to photograph traffic scofflaws. According to authorities, Kalaveras was driving a brown Chrysler west on Howard and ran the stoplight. Halfway through the intersection, the Chrysler was broadsided by a Volvo traveling north on Ninth, causing Kalaveras' car to slam into the pedestrians on the curb, police said. Neither driver was injured. Kalaveras, a father of five, left the scene of the accident but returned several minutes later, said San Francisco police Sergeant Patrick Cadigan." .... "On Monday, Leal [Supervisor Susan Leal] called for as many as six more surveillance cameras at problem intersections by the end of May and 20 by the end of the year. Ninth and Howard was among the intersections that were slated for camera installation even before the fatal crash, she said. "It's very sad," Leal said last night in response to news of Kalaveras' arrest. "You have someone who is seriously injured and someone who is killed. Now you have someone who may very likely go to jail." .... "It goes with what I've been preaching on this issue -- that people have to think of it like drunk driving, that it's really unacceptable. . . . People have got to get a grip." Leal has also proposed publicizing the names of red-light violators -- either in newspapers or on the Internet -- and placing traffic lights in the middle of some blocks." ["Red-Light Crash Case Delayed / S.F. suspect calls bail excessive, refuses to enter plea", Steve Rubenstein, Henry K. Lee, Torri Minton, San Francisco Chronicle, 3/12/1997]

April 15, 1997 - California bill to increase red light camera fines passes in committee: "A bill to nearly triple the fine for running a red light to $270 zipped through its first legislative stop yesterday without opposition." .... "The unanimous vote in the Assembly Transportation Committee for the bill by San Francisco Democrat Kevin Shelley is a good indication that it will move easily through the Legislature. "Driving in San Francisco is increasingly becoming a case of Russian roulette," Shelley said after the vote." .... "The genesis for Shelley's bill was a resolution by San Francisco Supervisor Susan Leal, approved in December by the Board of Supervisors, urging the state to increase the fine for running a red light to at least $250. "There's anarchy in our streets," Leal said in an interview." ["Fines for Running Red Lights Could Nearly Triple to $270 / Bill sails through Assembly committee", Greg Lucas, San Francisco Chronicle, April 15, 1997]

April 28, 1997 - Red light camera proponents make pitch for photo speed cameras?: ""The United States is in the cellar when it comes to this kind of enforcement," said John Wintersteen, police chief in Paradise Valley, Ariz., the first U.S. city to use photo-radar." .... "In San Francisco, where a red-light runner caused the death of a pedestrian last month in a heavily publicized incident, city officials promise red-light cameras at 22 more intersections, in addition to the four cameras that have been in use since last year. The tickets may soon carry a steep fine: Under a bill unanimously approved by the state Assembly Transportation Committee this month, the fine for running a red light will rise from $104 to $270. "There's anarchy in our streets," San Francisco Supervisor Susan Leal, who is pushing for more red-light cameras in San Francisco, said after the committee vote. "You have to treat this like drunk driving -- more enforcement, higher fines and making people aware." ["Photo-Radar to Catch Speeders Is Slow to Catch On in U.S.", Michael Taylor, San Francisco Chronicle, Apr 28, 1997]

May 1, 1997 - Minnesota expands red light camera experiment: "For anyone who spends time on metro-area roads knows there are many drivers who aren't bashful about gunning it through a yellow light -- even if that yellow light just, just, turned red when the nose of their car entered the intersection." .... "Well a year-long experiment by state transportation officials has discovered that a driver speeds through a just-turned-red light once every 7-1/2 minutes -- at least through one busy St. Paul intersection, WCCO-Radio tells us." ... "But the findings were interesting enough to traffic planners that they have decided to add similar cameras to four more heavily-traveled intersections in St. Paul and Minneapolis." ["Smile, That's a Traffic-cop Camera", WCCO News, 5/1/97]

QUESTION: As part of this year long experiment, was the prescribed engineering safety countermeasure of increasing the yellow implemented and the results of doing so documented and, if not, why not?

June 27, 1997 - Red light madness out of control in San Francisco. Three red light accidents in same day at same intersection: "Red-light runners were believed to have caused at least four accidents in San Francisco yesterday, sending two motorcyclists and a seriously injured skateboarder to the hospital, authorities said last night. Three of the collisions occurred at Fifth and Mission streets, just a block away from traffic cameras that were installed to catch red-light scofflaws. A fourth crash occurred in the Mission District. Police also are investigating a fifth accident: a vehicle that rolled over at 2 p.m. at Third and Harrison streets. The crashes are the latest in San Francisco's red-light running epidemic, which causes an estimated 1,000 accidents each year. Supervisor Susan Leal, who is leading the movement to mount traffic cameras at the city's busiest intersections, said news of the crashes is disturbing. "It's unsettling, but I think that it should just motivate us more," Leal said." ["Red-Light Runners in S.F. Injure 3 / 4 accidents in one day, 3 at Fifth and Mission", Manny Fernandez, Ken Hoover, San Francisco Chronicle, 6/27/1997]

For context:

""We will consider increasing yellow timing if other conditions warrant. Several jurisdictions have reported a sharp drop in red light running after yellow interval was increased. We are also installing LED signal heads at these 2 intersections to improve visibility." [Ramin Sabet, Senior Civil Engineer, Town of Herndon, VA, 9/26/01, "Evaluation of Traffic Engineering Aspects of Photo Monitoring Programs in Virginia", Virginia Department of Transportation, 5/7/02, page 87]

July 1997 - City of Fairfax, VA, with uniform 3.50 second yellows lights, commences red light camera enforcement, the first jurisdiction in the metro Washington, DC area to do so.

Regarding the yellow time on the lights: "The duration of yellow traffic-signal timing has been found to influence red light running at urban intersections. Therefore, yellow signal timings at the camera sites were checked against an Institute of Transportation Engineers (ITE) proposed recommended practice and found to be adequate." ["Evaluation of Red Light Camera Enforcement in Fairfax, Va., USA", Retting/Williams/Farmer/Feldman, ITE Journal, August 1999] (Yellow time on camera enforced lights and engineering parameters at each site not disclosed in publication. Checked by who?)

"Research has consistently shown that drivers do not, in fact, adapt to the length of the yellow. A uniform yellow interval does not provide drivers with a uniform stopping decision. The selected standard time would be arbitrary, and cannot include sufficient time to traverse the stopping distance in all instances, unless set to a very high value, and would result in some drivers entering on red as the required stopping effort is unacceptable." ["Determining Vehicle Change Intervals - A Proposed Recommended Practice", Institute of Transportation Engineers, Washington, D.C., 1985, page 8]

July 1997 - Oxnard, CA commences red light camera enforcement.

Regarding yellow time on the camera enforced lights at the Oxnard camera sites: "The duration of yellow traffic signal timing has been found to influence red light running at urban intersections (Retting and Greene, 1997). Therefore, yellow signal timings at the camera sites were checked against an Institute of Transportation Engineers (1985) proposed recommended practice and found to be adequate." ['Evaluation of red light camera enforcement in Oxnard, California", Retting/Williams/Farmer/Feldman, Insurance Institute for Highway Safety, 9/4/98] (Sound familiar? Yellow time on camera enforced lights and engineering parameters at each site not disclosed in publication) (NOTE: LA Times reports in November 1999 that yellow lights are being lengthened in Oxnard for safety reasons because Oxnard has 10 of Ventura County's 15 most dangerous intersections (despite over two years of red light camera enforcement.))

Oxnard, one of the nation's first cities to implement red-light cameras, has three cameras that are rotated among 10 intersections." ["Arizona Has Deadliest Red-Light Runners In USA", Scott Bowles, USA Today, 7/13/00]

July 26, 1997 - "Richard Retting, a senior transportation engineer with the Insurance Institute for Highway Safety, which oversees the Arlington program, said people who run red lights typically have bad driving records. "This is a national epidemic and it ties into the overall concern about aggressive driving," Retting said. "This is not a lack of knowledge about the law, this is pure aggression." Retting said he is astounded by the number of drivers who step on the gas when the light turns yellow, even though they are hundreds of feet from the intersection." ["Fairfax City to Red light Runners: Stop!", Wendy Melillo, The Washington Post, 7/26/97] (six days before the yellow was increased at US50 and Fillmore in Arlington, an IIHS study site)

August 1, 1997 - Arlington VA increases the yellow at US50 and Fillmore Street, a study site for red light cameras by IIHS, from 4.00 to 4.50 seconds. (Yellow increase and results from making it not disclosed.)

"The yellow time for the east and westbound Route 50 was increased from 4.00 seconds to 4.50 seconds on August 1, 1997. The current yellow time is 4.50 seconds." [Email: "Subject: Re: US50 at Fillmore Street - Arlington - Signals", Daniel Worke, Engineering Program Coordinator, Arlington County, Wednesday, July 25, 2001 2:58 PM]

"Our records for Fillmore Street indicate that the amber there was increased to 4.5 seconds on August 1, 1997." [Correspondence by Mr. Joseph M. Durkee Jr., Traffic Engineer, Arlington County, 4/15/2002, Microsoft Word 118811A]

August 12, 1997 - Communities surrounding San Francisco opt for alternative to red light cameras: "Suburban cities are turning to an inexpensive way of putting the brakes on red-light runners. While San Francisco outfits traffic lights with costly cameras to snap scofflaws in the act, several suburban cities are turning to a low-tech $150 device." ..... "The indicator, which attaches to the back of a traffic light, changes color when the light changes. Officers can sit downstream, still see the light turn red and nab red-light runners as they break the law -- all the better to issue the $103 fines." ... "Drivers are becoming more concerned with themselves than with others," said Corporal Mike Dickson of the South San Francisco Police Department, a 25-year veteran of the traffic unit. "A car is a 3,000-pound bullet." .... "Palo Alto police also will stand at intersections and give motorists flyers with tips on safe driving. Those include the length of the yellow light (one second for each 10 miles per hour of posted speed limit) and the distance required to stop at 35 miles per hour, which is 106 feet." .... "San Francisco, with an estimated 1,000 accidents a year caused by red-light runners, has a different tactic. San Francisco officials outfitted a half-dozen signal lights with cameras under a pilot program to snap photographs of red-light runners, but the program has floundered because nearly all the contractors who installed and operated the cameras lost money and backed out. Nonetheless, San Francisco supervisors say up to 30 intersections probably will be fitted with cameras by year's end. Statewide attention has been focused on red-light runners as well. Assemblyman Kevin Shelley, D-San Francisco, has proposed legislation to raise the fine for running a red light to $270." [Red Lights Help Cities See Green / Police use new device to fine traffic scofflaws", Carolyne Zinko, San Francisco Chronicle, 8/12/1997]

Why not just fix the lights?:

September 11, 1997 - California red light camera scheme advances: "In an effort to halt drivers from speeding through red lights, the Assembly yesterday sent Governor Pete Wilson a bill that would nearly triple the fine for red-light running, from $104 to $270. If signed by Wilson, the bill by Assemblyman Kevin Shelley, D-San Francisco, will make the speeders help pay for enforcement efforts like the cameras installed at dangerous intersections to capture violators on film." .... ""Driving in our city streets is increasingly becoming a case of Russian roulette," Shelley said. "Red-light runners need to know that irresponsible behavior has a cost attached to it." ["Red-Light Bill Goes to Governor / Measure would nearly triple fine for violation", Robert B. Gunnison, Greg Lucas, San Francisco Chronicle, 9/11/1997]

October 1997 - MD Legislature Approves Red Light Cameras - "The results of this trial were sufficient to garner support from the Maryland Legislature, leading to enactment of a new state law, in October 1997, allowing law enforcement officials to issue citations from observations by the automated cameras." [ http://www.nhtsa.dot.gov/people/outreach/safedige/Spring1998/n5-58.html ]

"The primary result from implementation of this program is enactment of a state law [MD] to permit the use of automated enforcement devices in helping to reduce fatalities and injuries resulting from running red lights." [http://www.nhtsa.dot.gov/people/outreach/safedige/Spring1998/n5-58.html]

October 2, 1997 - FHWA memo announces federal funding for red light camera installations in local jurisdictions. http://safety.fhwa.dot.gov/community/pdf/Memo1.pdf Excerpt: "We have determined that red-light-running countermeasures furthers the goal and constitutes a necessary expense that is consistent with the purpose of the State and Community Highway Safety Grant Program (23 U.S.C. Section 402). The goal is to reduce traffic crashes and death, injuries and property damage. Therefore, red-light-running countermeasures equipment such as video cameras, monitoring systems, electronic ticketing systems, or other data collection and processing equipment may be funded with Section 402 or STP funds. Agencies using these funds for the purchase of equipment should demonstrate during the project development stage how the information gathered will be used to improve driver compliance and reduce the number and/or severity of crashes. Additionally, agencies should also conduct evaluations to determine the effectiveness of their red-light-running countermeasures activities. The measure of effectiveness should be driver compliance and severity of intersection-related crashes."

October 10, 1997 - California Governor signs California Assembly Floor Leader Kevin Shelley's legislation increasing fines for red light camera tickets from $104.00 to $271.00. [Assembly Bill 1191] (Beverly Hills, El Cajon, Oxnard, Poway, Sacramento, San Diego and Santa Rosa now have red light photo enforcement programs)

November 1997 - City of Alexandria, VA commences red light camera enforcement. [Two of three intersections (Seminary/Nottingham and Patrick/Gibbon) identified as dangerous by city officials, have three second yellow lights......later increased after red light camera enforcement failed to deliver as promised, at one intersection (Patrick/Gibbon) not reducing violations at all in fifteen months.

December 2, 1997 - San Francisco red light madness taking toll? Cameras Not Working????: "The city has been cracking down on red-light scofflaws. However, thousands of signal-jumpers continue to blast through red lights each year, even those at intersections monitored by the special cameras. "On average, we have two injury accidents a day due to red light runners," said Supervisor Susan Leal. It's madness, absolute madness. It's just plain disregard for others." .... "The second accident occurred shortly after noon, when the driver of a white Ford speeding south on Mission Street and apparently failing to heed the red light, smashed into a red Ford Mustang convertible at Fifth Street. "The `walk sign' was on, and she just came blowing through the intersection and drilled him," said Randy Ryan who at the time was about to step off the curb to cross Mission Street. `'She was doing 45 miles per hour, easy. She didn't even brake. It scared me." .... "More than 15,000 citations are issued yearly for running red lights, and that's not even close to the number who actually violate the law, said city traffic engineer Jack Fleck. "The citations don't sound high to me because we estimate there are 3.5 million people running red lights annually in San Francisco," Fleck said. "But it is surprising that people are still running those (camera-controlled) lights because there are signs that say the intersection is `Photo Enforced.' " In the first six months of this year, red light runners caused 264 collisions in the city, resulting in 365 injuries, including one death." ["Red-Light Injury Tally Grows / Despite S.F. effort to crack down 3 more injured", Clarence Johnson, San Francisco Chronicle, 12/2/1997]

(see entry dated May 19, 1998 for likely reason)

December 11, 1997 - Minnesota red light camera study results reported: "A nearly complete Minnesota Department of Transportation (MnDOT) study that monitored select intersections in Minneapolis, St. Paul and Bloomington found a surprisingly large number of drivers run red lights. At one, an average of 180 drivers per day ran red lights, reports WCCO-Radio. And that was only the southbound lanes. The study even found that some school bus drivers sped through thinking the light was yellow. It was at the intersection of Snelling and St. Anthony avenues in St. Paul that state officials were stunned to find that an average of 180 cars per day were speeding through the southbound stop light. A minivan is shown from last spring running a red light at the intersection. "I think people did kind of assume all along that there was a lot of red-light running going on. But I don't think anyone realized that it was as egregious as it has turned out to be," Bob Weinholzer, the assistant to the MnDOT commissioner who is preparing the report, told WCCO-Radio's Dave Lee Thursday morning." ..... ""It's not only creating the number of accidents," Weinholzer said on WCCO-Radio. "But what we are also seeing is people having to slam on their brakes to let people running red lights go through." That increases the anxiety of drivers and can lead to rear-end accidents, he added." ["Run Red Lights? You're Not Alone ...Study Finds That at One Intersection, 180 Per Day Run Red Light", WCCO News, 12/11/97]

December 18, 1997 - Minnesota reports results from red light camera study: "After a test of motion-activated cameras at stoplights in several locations in the metro area, the Transportation Department will report this month that a lot of drivers run red lights. At Snelling and St. Anthony Avs. in St. Paul, the camera snapped 5,378 red-light violations over the course of 713 hours of filming, which works out to 7.5 violations per hour or 180 per day. It remains to be seen what will be done with this and other information coming in the final report. Any use of a photo cop system to catch and fine red-light violators in Minnesota would require a change of law by the Legislature. Currently, the law requires that police officers see an offense to write a ticket for it." .... "The most frequent question about the high number of violations in St. Paul was: Did any of them result in a crash? No, said Bob Weinholzer, assistant to the commissioner of transportation. "But we had an unbelievable number of people who had to slam on their brakes and stop," he said. Fifty-one percent of the violators ran the light after it had been red for 1 second, he said." ["Many Favor Use of "Photo-Cop'", Laurie Blake, Minnesota Star Tribune, 12/18/97 Gettingthere@startribune.com ]

Reader Comment Sampling:

"In September of 1993, while walking home from school, our 18-year-old daughter was struck and killed by a driver who ran a red light. We had a very difficult time getting the case prosecuted because there was no alcohol or excessive speed involved, just total disregard for the safety of others. The driver finally pleaded guilty to criminal vehicular operation and spent four months in the workhouse. After four years, our family is still struggling with the effects of his carelessness . . . Yes, I do think it's time for photo cop. If it could spare even one family the grief we have had to endure it would be well worth it." Nancy Elliott, Eden Prairie" ["Many Favor Use of "Photo-Cop'", Laurie Blake, Minnesota Star Tribune, 12/18/97 Gettingthere@startribune.com ]

"Our son Rob was crossing an intersection on Hwy. 5 in Eden Prairie on a bicycle at 8:15 a.m. when he was struck by a car running a redlight. The driver admitted he saw the light was red from 200 feet back and decided to `go for it.' Rob has permanent brain damage. He lives in a group home with 24-hour care . . . Something has got to be done to enforce the law. It's getting so that defensive drivers cannot start when the light turns green." Dodee Davis, Eden Prairie" ["Many Favor Use of "Photo-Cop'", Laurie Blake, Minnesota Star Tribune, 12/18/97 Gettingthere@startribune.com ]

BE YOUR OWN JUDGE.