Red light cameras: a Drivers.com overview of the issue
By: Douglas Black
Date: Monday, 17. July 2006
Automated cameras have been posted by law enforcement officials in some intersections,
with the intent of photographing, and ticketing, drivers who enter the intersection
after the light has turned red. Some people hate that practice, and are crying
foul, so the Drivers.com editors decided to tackle "red light cameras" in this
article. Please add your thoughts in our discussion
There are several takes on using intersection, or "red light" cameras, but
the points of the two main positions are:
- Law enforcement officials and legislators say the cameras help catch dangerous
drivers who run red lights, and help deter others from doing so. They argue
that policing budgets have been chopped, and automated enforcement allows
cops to use their time to tackle more complex crimes, and reduces dangerous
- Some drivers, some lawyers, and other people say the cameras are an infringement
on privacy, are inaccurate, and represent a "money grab" by police and city
officials. Some people express concern that the process of photographing
and mailing tickets assumes guilt before innocence.
Red light running and the use of cameras is a complex issue, and difficult
to crack. Don't be fooled by people offering simplistic answers-the verdict
is still out on many aspects of this problem. And research on the cameras is
relatively sparse compared to other aspects of driving and driver behavior.
As any driver knows, someone whizzing into an intersection when the light
is red is a terrifying thing. If the cars facing the green light are already
in the intersection, serious injuries and deaths often result. Figures
in the USA for 2000 indicate that 106,000 crashes, 89,000 injuries, and
about 1,036 deaths were attributed to red light running.
In fact, 96% of people fear
getting hit this way. But, in typical contradiction, 56% of people admit
to running red lights. 1
Who runs red lights?
So are these red light runners sociopaths? Or alien invaders cloned as humanoids?
to the U.S. Federal Highway Administration, they are "drivers of all age,
economic groups, and gender. The perpetrators are everyday people; professionals,
blue-collar workers, unemployed, homemakers, parents, and young adults." A
nationwide survey1 conducted in
the summer of 1999 found that a typical offender has the following general
- "Is younger, is driving alone, has no children, and is in a rush to work
or school in the morning hours on weekdays. If a parent, most likely has
children less than 20-years-old.
- Is employed in jobs requiring less education (i.e., blue collar, lower
technology), or is unemployed.
- Is more than two miles from home and is more likely to have been ticketed
for red light running (although, the rate of receiving tickets is low).
- Is NOT necessarily frustrated."
Another study found that red light runners were more likely than other drivers
to be male, have prior moving violations and DUI convictions, have invalid
driver's licenses, and have consumed alcohol prior to the crash.2 They
also appear to be less likely to wear seat belts.3
Fewer complaints? Maryland Senator Leonard Teitelbaum
says that the number of complaints he hears about red light cameras has dropped
to near zero. He thinks that with the increased awareness of aggressive driving,
drivers have come to recognize cameras as the lesser of two evils.
One contributor to the Aggressive
Driving Conference hosted by Drivers.com summarized a study 4 of
Israeli drivers, which found that drivers were "more likely to run red lights
at intersections with long red phases and more likely to be impatient and
honk at intersections with shorter green phases."
Survey respondents in the U.S. generally believed that red light running
goes unpunished and that police would catch fewer than 20% of the red light
runners (actually an optimistic guess).5
Support for cameras
The crash statistics have been raised enough times that most people acknowledge
that it is a big concern. Various surveys of people in the U.S. have found
from 64 percent 6 to 75
percent 7 or more of people support
the use of red light cameras, with even greater support from older respondents.8
How cameras work
Cameras have been used for traffic enforcement for over 30 years. "The first
example ... reported in the research literature was the photo-radar on Autobahn
A3 between Cologne and Frankfurt installed in May 1973." 9 Switzerland
held trials of red light cameras in the 1970s, as did Texas, USA. Australia
began using them in 1983, and New York followed in 1993. About
75 countries including many in Europe, the
USA, Canada, and Mexico use photo enforcement of some kind. Some of the other
countries are Austria, Belgium, Canada, Germany, Israel, the Netherlands,
Singapore, South Africa, Switzerland, Taiwan, and the U.K.
In most places, the cameras are mounted on tall poles and are connected to
the traffic signal. The cameras only receive power, or can only take pictures,
when the light in question is red. Then, they allow a grace period-generally
0.3 seconds-for latecomers or those who stop late or are turning right. Buried
under the pavement prior to the white "stop bar" are electromagnetic wire loops
or piezoe sensors that sense when a vehicle is passing over them, and determine
its speed. Typically, the cameras are set to only take pictures if the car
is going 15 to 20 miles per hour (24 - 32 km). The first picture usually shows
the car before it actually enters the intersection, but the light is already
red. Then, a second (or 3rd or 4th) picture is taken showing the car in the
middle of the intersection. The faster the car is going, the sooner the subsequent
photos are shot. The camera records the date, time of day, and time elapsed
since the beginning of the red signal and the speed of the vehicle onto either
regular 35 mm film or digital devices. Electronic flashes help clear up images.
Various jurisdictions store the images in different ways, sometimes keeping
them on a CDROM or hard drive in the camera box, sometimes uplinking them through
phone lines to a central location, sometimes on actual film and so forth. (Some
newer installations are all digital, and send the encrypted signals wirelessly
to a remote location where they are processed. Partly, this depends on the manufacturers of
the cameras. Then police can access the data on a secure Internet site for
final decision making.) Normally, police officers or another appointee who
is trained to examine the photos then reviews it and matches the license plate
number with the owner's registration and mails out the ticket.
Now, let's get a few of things out of the way. You will not get ticketed for
turning left on a red light after sitting in the intersection waiting for a
gap that never appeared. Secondly, no ticket for you today if you came to a
stop after creeping forward over the stop bar. Finally, the cameras do not
take pictures if you entered the intersection on a yellow (amber) light, but
it turned red while you were still moving on through. (However, note that different
jurisdictions consider the intersection differently; some use the imaginary
line extending from curb corners as the actual intersection, rather than the
Most communities have enacted legislation that allows for the rear of the
car and its license plate to be photographed, not the driver. This means that
the owner of the car gets the ticket, not necessarily the driver. It also means
that points cannot be taken off the owner's license for a "moving violation," since
there is no proof that he or she was behind the wheel (instead of the neighbor's
dog). California, however, requires a photo of the driver; therefore, the cameras
take a shot of the front of the car, too. Many of these are obscured by glare
or dirty windshields and so on, so up to half of the violators are not sent
tickets. San Francisco's staff found it best to print
the photographs right on the citation. "Registered owners do not have
to visit the court to view the photographs. People are less likely to tie up
the court by contesting when they can see the photographs up front. San Francisco's
program now provides four photographs on each citation: one of the vehicle
entering the intersection, one of the vehicle clearing the intersection, a
close-up of the driver's face, and a close-up of the license plate."
See the photos and animated graphics at HowStuffWorks.
Do red light cameras reduce the number of people running the light? Well,
probably. Unfortunately, the hard research on this question is rather scant,
in spite of long use in various countries, but there are a few studies that
indicate some success. Estimates of the effectiveness range from 20-60% 10 to
35-60% in the Netherlands and Australia. 11 In a
hearing before a federal government committee in July 2001, Judith Lee
Stone, of Advocates for Highway and Auto Safety pointed to results in the U.K.,
where there was a 55 percent decline in violations, and to Singapore, which
saw a 40 percent decline.
Two programs in the USA, in Oxnard, California, and Fairfax City, Virginia,
were found to have reduced violations by about 40 percent during the first
year of enforcement. 7 Other, more anecdotal
reports from police bureaus and municipal governments offer praise of the systems
used in certain cities. These are estimates for reductions in violations, or
actual numbers of people running red lights.
The other way to tell if cameras are useful is whether they reduce the actual
numbers of crashes. Although more research is needed in this area, some evidence
is emerging. The Advocates for Highway and Auto Safety state
that "South Australia experienced over a 10 percent reduction in fatalities
and a 24 percent reduction in injury crashes" because of red light camera introduction.
In the USA, the Federal Highway Administration reports
the following results:
- New York: "At one red light camera installation it has
been found in a before-after analysis that angled crashes have decreased
by 60 to 70 percent after installation of the camera. Though the number of
angle crashes has decreased, there has been an increase in less severe rear-end
collisions in the same time frame. Total crashes are down."
- Howard County, MD: "Crash reductions noted at two installations"
- San Francisco, CA: "Although statistically it is too early
to conclude.... Comparing data from the previous five years, there was a
9 percent reduction in injury collisions caused by red light violators in
- Fairfax, VA: "Cameras at nine intersections produced a
7 percent reduction in violations after 3 months and a 44 percent reduction
after 1 year."
Internationally, the FHWA reports: "South Australia--10.4 percent reduction
in fatalities and 24 percent reduction in injury crashes. Victoria, Australia--Right
angle accidents decreased by 32 percent, right angle turning accidents decreased
by 25 percent, rear end crashes decreased by 30.8 percent and rear end turning
accidents increased by 28.2 percent." A researcher in Australia 12 examined
the evidence for Melbourne intersection cameras, and concluded that the cameras "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." However,
he notes that most of the intersections had very low frequencies of violations
to begin with, and thus are not a good test of the cameras' effectiveness.
So with the background of these few results, some of them mixed or tentative,
a study in the USA, with different methodology, has recently been released.
In this followup to a previous study, 8 the
authors found significant overall crash reductions, citywide, after installing
cameras in Oxnard, California. 13 "Injury
crashes at intersections with traffic signals were reduced 29 percent after
camera enforcement began in Oxnard in 1997. Front-into-side collisions--the
crash type that's most closely associated with red light running--were reduced
32 percent overall, and front-into-side crashes involving injuries were reduced
The research in Oxnard also found a spillover, or "halo" effect. Though just
11 of the city's 125 intersections had cameras, crash rates declined throughout
the city. The authors conclude that "previous studies of red-light-running
violations in Oxnard and elsewhere found similar spillover effects. That is,
the violations dropped in about the same proportions at intersections with
and without cameras, attesting to the strong deterrent value of red light cameras
and their ability to change driver behavior."
Critics of red light cameras often express concerns that their use violates
privacy rights. Let's look at some of the research on this subject-without
getting caught up in legalese, and the complex and strange world of the law.
Less invasive? One person Drivers.com spoke to says he
is not all that concerned about privacy issues. He figures that having police
officers sitting on the side of road and pulling him over for running the
light is equally invasive. The cameras are maybe less invasive feeling ,
since they are just robots, not judging, or asking questions about where
he is going and came from and so forth. They're not peeking in the back of
his car with a flashlight. He also sees cameras as helping remove the potential
biases of police, such as toward blacks, or jalopies, or "boy racers" and
Several researchers have stated that legal experts say that "automated enforcement
does not violate a citizen's legal right to privacy." 10 14 Most
countries or jurisdictions within a country pass legislation specifically to
deal with the use of cameras, and many of these have been in place for decades.
In the USA, one researcher 11 noted: "There
is currently no court case which has specifically defined an individual's right
to privacy under the First Amendment with respect to operating a vehicle." However,
after reviewing prior rulings in related cases, he concludes that "because
drivers are in the open view of the public when operating vehicles, the expectation
of privacy has no basis. Therefore, the use of automated enforcement devices
does not appear to violate any constitutional rights" (page J-8). He points
to a 1958 ruling by the Supreme Court on a case involving police using an early
form of photo radar. The court allowed the photo evidence to be admitted, and
stated that "we have passed the horse and buggy days and are living in a new
era. The question is, did the defendant do it and was there sufficient proof
offered to find the defendant guilty beyond a reasonable doubt."
A more contemporary argument 7 was
made in 2001: "Photographing vehicles whose drivers run red lights doesn't
violate anyone's protected privacy interest. Most red light cameras record
only the rears of vehicles, not vehicle occupants. Besides, driving is a regulated
activity on public roads. Neither the law nor common sense suggests that drivers
shouldn't be observed on the road or that their violations shouldn't be recorded."
"Typically, a change in state law is required before a local jurisdiction
can use photo enforcement. This is because running a red light is a moving
violation that must be observed by an officer. State laws decriminalize the
offense by removing points charged against the driver's license.... In most
states the owner of the vehicle is fined rather than the driver. The exceptions
are Arizona, California, and Washington, D.C., where a photo of the driver
is taken, and points are assigned to his or her license.15
Over 50 cities in the USA now use red light cameras.7 Many
of these are in a few states that have enacted legislation. Automated enforcement
has stood as valid evidence in many courtrooms,11 however,
a 2001 case in California pointed to flaws in that state's legislation. A San
Diego County Superior Court judge ruled that although the cameras were legal,
the relationship between the private corporation that installed and managed
the cameras and the police was improper. The corporation (a subsidiary of Lockheed
Martin, which has since been bought by Affiliated Computer Services (ACS)),
had too much involvement in the process according to the judge, and since its
share of the ticket fee was tied to its own work, the relationship violated
state law requiring greater separation.
Finally, in an effort to encourage tighter restrictions on the installation
of red light cameras, the National Motorists Association, a lobby group for
drivers, has created a Model
Red Light Camera Law.
The use of red light cameras is a hot topic among drivers, and it is not
going away anytime soon. As more municipal police departments feel the crunch
of debt reducing government budgets, more jurisdictions will be considering
installing red light cameras. At least one writer15 has
said that in the aftermath of the September 11th attacks in the USA officials
are expecting more demand for camera systems of all kinds. However, keep in
mind the comments by these researchers:14 "The
ultimate success of automated enforcement will not rely on the technology so
much as how the technology is applied and how transportation professionals
interact with state and/or local legislators, local judiciary, and most importantly
the public when implementing automated enforcement."
Here are some of the things we at Drivers.com think should be kept at the
- Engineering solutions must be considered first for problem intersections.
- Revenue generation from cameras must be carefully monitored to reduce conflicts
of interest. New ways of distributing the money should be examined.
- Police officers should have final say over citations, not employees of
a private company, especially if that company shares in money from ticketing.
- Photos taken should be of the car, not the driver's face.
- Legislation allowing cameras should be clearly focused, and involve the
public from the start.
- More research is definitely needed to provide clearer evidence on several
- How many are "failed to see" crashes vs. "chose to zoom" crashes?
- Do cameras reduce the actual numbers of crashes?
- What methods improve signal visibility?
- Why do drivers run red lights in different locales?
- How can we train drivers to use better tactics when approaching intersections?
- How do vision and perception problems contribute to failing to see
- What are the best models for signal timing, including the all-red phase?
So let's send out a call to all researchers. The sooner they get started examining
these issues, the better.
This Drivers.com overview of the issue is an article in transition,
and we will update it every few months, or as developments warrant, so bookmark
this page and stay tuned.
Here are the sources cited above. Many of them link to the full document on
the Internet. For further reading, see the large bibliography on Automated
Enforcement by Turner, S. (below).
1. Porter, B., & Berry,
T. (1999). A nationwide survey of red light running: Measuring driver behaviors
for the "Stop Red Light Running Program" . Norfolk, VA: Old Dominion University,
Behavioral Community Psychology for the DaimlerChrysler Corporation, the American
Trauma Society, and the Federal Highway Administration. [Electronic version].
Retrieved December 2001, from http://safety.fhwa.dot.gov/
Retting, R., Ulmer, R., & Williams, A. (1999). Prevalence and characteristics
of red light running crashes in the United States. Accident Analysis and
Prevention, 31 (6), 687-694.
3. Porter, B., & England,
K. (2000). Predicting red-light running behavior: A traffic safety study in
three urban settings. Journal of Safety Research, 31 (1), 1-8.
4. Shinar, D. (1998). Aggressive
driving: The contribution of the drivers and situation. Transportation
Research. Part F: Traffic Psychology & Behaviour, 1 (2), 137-160.
5. Porter, B., & Berry,
T. (2001). A nationwide survey of self-reported red light running: measuring
prevalence, predictors, and perceived consequences. Accident Analysis and
Prevention, 33 (6), 735-741.
6. Lieb, R., & Wiseman,
F. (2001). Public attitudes toward automobile safety issues. Transportation
Journal, 40 (3), 26-32.
7. Retting, R. (2001, June 12). Red
light violations and red light cameras . Statement before the Ohio House
of Representatives, Transportation and Public Safety Committee. [Electronic
Retting, R., Williams, A., Farmer, C., & Feldman, A. (1999). Evaluation
of red light camera enforcement in Oxnard, California. Accident Analysis
and Prevention, 31 (3), 169-174. [Electronic version].
9. Sagberg, F. (2000). Automatic
enforcement technologies and systems . (Working paper 7, RO-98-RS.3047
of the Escape Project). Technical Research Center of Finland. [Electronic
10. Federal Highway Administration.
(1999). Synthesis and evaluation of red light running electronic enforcement
programs in the United States (Report number FHWA-IF-00-004). Washington,
DC: FHWA. [Electronic version].
11. Passetti, K. (1997). Use
of automated enforcement for red light violations (Report for the graduate
summer course CVEN 677 Advanced Surface Transportation Systems at
the Texas A&M University). [Electronic version].
12. Andreassen, D. (1995). A
long term study of red light cameras and accidents (Report number ARR
261). Vermont, Australia: Australian Road Research Board. [Electronic version].
Summary retrieved February 2002, from http://www.arrb.org.au/pubs/261.htm
R., & Kyrychenko, S. (2001). Crash reductions associated with red light
camera enforcement in Oxnard, California . Arlington, VA: Insurance Institute
for Highway Safety. [Electronic version].
14. Turner, S. & Polk,
A. (1998). Overview of automated enforcement in transportation. ITE Journal ,
(June), 20-27. [Electronic version].
15. Welsh, W. (2001, November 5).
Red-light cameras get a green light. Washington Technology, 16 , (16)
Other useful references
J., Hummer, J., & Prothe, L. (2001). A recommended policy for automated
electronic traffic enforcement of red light running violations in North Carolina .
North Carolina Governor's Highway Safety Program. [Electronic version]. Retrieved
March 2002, from http://www.itre.ncsu.edu/RLR/RLR%20final%20report.pdf.
Office of the Majority Leader,
U.S. House of Representatives (2001). The red light running crisis: Is
it intentional? Washington, DC: Author. [Electronic version].
R., Chapline, J., & Williams, A. (2002). Changes in crash risk following
re-timing of traffic signal change intervals. Accident Analysis & Prevention,
34 (2), 215-220.
Federal Highway Administration. (2000). Association
of selected intersection factors with red-light-running crashes (Report
number FHWA-RD-00-112). Washington, DC: FHWA. [Electronic version].
Retting, R., & Williams,
A. (1996). Characteristics of red light violators: results of a field investigation. Journal
of Safety Research, 27 (1), 9-15.
R., Williams, A., & Greene, M. (1998). Red light running and sensible countermeasures:
Summary of research findings. Transportation Research Record, 1640 ,
23-26. [Electronic version].
S., Datta, TK., & Schattler, K. (2000). Red light violations and crashes
at urban intersections. Transportation Research Record, 1734 , 52-58.
Turner, S. (nd). Automated enforcement
bibliography . Washington, DC: ITE Automated Enforcement Technical Committee.
Labash, M. (2002, April 1). Inside
the District's red lights. The Daily Standard . [Electronic version].
Further comments to this article have been disabled.
Showing 1 - 8 comments
The loops in the pavement, generally detect the front axle, not the front bumper or the engine. Vehicles with set back axles like buses and trucks, Corvettes, may have incorrect tickets.
Cars turning right, may stop prior to the loop, then proceed over the loop and be ticketed.
There are several things about red light cameras which may lead to false tickets.
The courts think that they are perfect, they are not!
Red light photo enforcement comes down to big brother being a big bully.
I recently had a picture snapped at a red light camera. I actally looked up at the yellow light actually over my head and passed under the light which then turned red. Therefore, I take offense at the statement "Finally, the cameras do not take pictures if you entered the intersection on a yellow (amber) light, but it turned red while you were still moving on through." All man made equipment fail from time to time. I believe the timing is off. If I had not experienced it I would have agreed with you up to this point. It will be interesting to see if they have a before picture of my vehicle entering the intersection after the light turned red.
My town is getting 6 red-light cameras soon.
Of course it is to increase revenue, otherwise I feel things like the Yellow Light Interval, and Red-Light / Green-Light Lag time would have been studied & both possibly increased.
Things like road grade, weather conditions, and light/darkness can affect how people drive, and traffic light timing should be changed accordingly. Of course the argument that it costs money to re-time lights is used, but just what are computers for if we can't use them? These new Red Light camera systems are going to be computer operated from a central location, why can't traffic lights?
Also, at intersections where people become confused - ex. trying to turn left onto a Hwy that is Really Wide, people behind them get slowed down, frustrated, etc and maybe a ticket. Point being is that in these cases, better signage / lighting might direct confused drivers and keep traffic flowing.
I feel that severe accidents caused by idiotic drivers will still happen at camera monitored intersections, and these cameras will mainly be used to take money from people turning right on red without stopping.
Read the Federal Highway Admin Red Light Systems Operational Guidelines at: http://safety.fhwa.dot.gov/
There are many questions that should be asked, ideally before operations begin.
i know our constitution says we have a right to face our accuser in a court of law. how do we face the camera since it was the only one there when the photo was taken
I got a ticket from the red light police... It did show a picture of my car at a "red light"??? However when I reviewed the evidence video on the internet as officially suggested by the police the video showed my car was in the intersection and the light was YELLOW not red??? After 25 minutes of telling the hearing office I was innocent while providing the "yellow light" picture she said sorry I have to find you guilty.
I would like to become train driver in Holland, do you have any suggestion what is the procedure?