In Great Britain, automated speed and red-light enforcement reduced the percentage of vehicles exceeding the speed limit by 58 percent, the number of persons killed or seriously injured by 4 to 65 percent, and the personal injury accident rate by 6 percent.
11 February 2003
Cleveland,United Kingdom; Lincolnshire,United Kingdom; Northants,United Kingdom; Nottingham,United Kingdom; Strathclyde,United Kingdom; Essex,United Kingdom; Thames Valley,United Kingdom; South Wales,United Kingdom
The following technologies were deployed:
Speed Enforcement – Fixed mount cameras were installed on roadways (1 km sections) where accidents occurred most often, and machine vision speed cameras were installed on high speed urban roadways where vehicle speeds could be determined from greater distances. In addition, portable (mobile) speed camera systems were set up on longer sections of roadway where accident frequency was less clustered. The portable system; however, required police to be on site during the monitoring to collect video or wet film evidence.
Red-light Enforcement – These fixed mount cameras were installed to collect images of vehicles running red lights. The evaluation of the red light cameras was limited due to the small number of sites available.
To establish a baseline for comparison and account for preexisting trends, accident and injury rates were tracked for 13 quarters prior to deployment. The table below outlines the impacts of automated enforcement or the impacts of increased automated enforcement in each region. The changes identified in the table are relative to the expected values given the preexisting trends rather than the actual values. Note that not all camera sites provided data in the calculation of changes in speed, killed or seriously injured (KSI), and personal injury accidents (PIA).
Overall, compared to the long-term trend, the following results were reported based on a statistical analysis of casualties at 599 camera sites and in the wider pilot areas.
At camera sites:
- There was a 35 percent reduction in KSIs.
- There was a reduction in PIAs of 6 percent.
- There was a 4 percent reduction in KSI casualties below the long-term trend.
- KSI casualties fell by 65 percent at fixed camera sites.
- Pedestrian KSI casualties at all camera sites fell by 56 percent.
Number of Sites
Crash Impacts at camera sites after 2 years
Crash Impacts on wider partnership area after 2 years
|Change in Vehicles exceeding speed limit||Change in Vehicles exceeding speed limit and by more than 15 mph|
|Area had little experience prior to pilot. All but one site were 30 mi/h zones.||KSI casualties decreased 53% and PIAs fell 45%.
|No statistically significant change|
|Area had little experience prior to pilot. About half of sites were 60-70 mi/h zones.||KSI casualties fell by 62% and PIAs by 39%||KSIs decreased by 12%.|
|Area had little experience prior to pilot. Ten sites were 60-70 mi/h zones.||KSI casualties fell by 39%.
|KSI casualties fell by 9%|
|Area had little experience prior to pilot. Most sites were 30 mi/h zones.||KSI casualties fell by 31%.
|No statistically significant change|
|Nearly all sites were in 30 mi/h zones. Area had extensive experience prior to pilot.||KSI casualties at camera sites were down by 67%. PIAs were down by 64% at camera sites.
|KSI casualties were down by 14% in the city as a whole.|
|Area had a long history of camera enforcement with casualty reduction. All mobile enforcement took place in urban areas.
|No statistically significant change.|
|Area had a long history of camera enforcement. Most sites were in 30 mi/h zones.
|PIAs increased by 14%.
|Area had a long history of camera enforcement.
|PIAs decreased by 16%.|
NotesRed light camera enforcement was not evaluated due to the small number of camera sites available. The number of crashes occurring at these sites was not large enough for statistical significance.
Author: Gains, Adrian, et al. (PA Consulting Group, and University College London)
Published By: Department for Transport, Road Safety Division
Prepared by PA Consulting Group and the University College London for the Department for Transport, Road Safety Division
Source Date: 11 February 2003URL: http://www.dft.gov.uk/pgr/roadsafety/speedmanagement/nscp/nscp/costrecoverysystemforspeedan4596
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