No description available.

No description available.

The Red Light Camera program in Fairfax County has been in operation for more than 2 years. As of 2003, there are 13 cameras in operation. The camera takes 2 pictures of a vehicle while it illegally entered the intersection and after it entered the intersection. These photographs give evidence of the red light violation. The citation is mailed to the register owner of the vehicle. The penalty is $50. This study has been conducted to evaluate the program. The violation and accident data at all of the study intersections were provided by Fairfax County Department of Transportation and Fairfax County Police Department. The traffic data in Fairfax County were provided by Virginia Department of Transportation. The results of the violation analysis indicate that the Red Light Camera program did reduce the violation rate by up to 58 percent in the 22nd ' 27th month period of the operation. The study also shows that the increase of the amber-time interval produced a higher reduction in violation rate up to 70 percent. The reduction in violation was found to be statistically significant. The violation rate is reduced to 1-2 violations per 10,000 vehicles considering the effect of the RLC operation only. With the effect of both RLC and amber-time increase, the violation rate is reduced to 0-1 violation per 10,000 vehicles. The accident rate is reduced by 27 percent after 2 years of the RLC operation. The Red Light Camera is found to have an effect on the reduction in Property Damage Only accident. However, the reduction in accident was not found to be statistically significant. Therefore, there is no benefit accrued from the reduction in accidents. From this study, the Red Light Camera program increases safety at camera intersections in Fairfax County by reducing violation rates after 2 years of its operation. / Master of Science

Many inhabitants of early Fargo sought economic opportunities in the local sex trade, and the intersectionality of class, gender, sexuality, and race was central to their varying degrees of success. Police Magistrate Court dockets, Sanborn maps, and Census records offer valuable datasets for linguistic and spatial analyses of prostitution-related crimes, revealing a hierarchy of sex work that differentiated between brothel, crib, and street prostitution. Gender inequalities also persisted within the hierarchy; male clientele were often charged and fined differently from female sex workers. GIS analyses reveal two distinct red-light districts, and highlight brothel differences and racial segregation within the red-light district known as “The Hollow.” Critical theory and practice theory help conceptualize the red-light district as an institution, while exposing the power dynamics at play. This thesis offers new insights into Fargo’s historical red-light district, but also contributes to larger historical and archaeological discussions of prostitution hierarchies, gender, and race.

Plants absorb CO2 through pores in their leaves called stomata, which are known to open and close in response to myriad environmental and physiological triggers. We demonstrate that blue light inhibits stomatal aperture oscillations in both the guard cells and surrounding tissue layers, whereas these oscillations continue under the influence of red light. This observation of blue light behavior agrees with recent research and suggests another physiological pathway for oscillations.

The problem of dilemma zone protection and red-light-running is especially important in certain rural intersections due to the higher speeds at these intersections and their isolated nature. In addition, the presence of a larger percentage of trucks mean that adequate warning and help need to be given to these truck drivers in order to enable them to stop safely, or proceed through the intersection before the onset of red. To curb any potential danger at such intersections, a Texas Department of Transportation (TxDOT) research project on Advanced Warning for End of Green Phase (AWEGS) at high speed intersections deployed AWEGS at two rural intersection sites ?? Tx 6 @ FM 185 near Waco and US 290 @ FM 577 in Brenham. The deployment of AWEGS involved a Level 1 and a later upgrade to a more efficient Level 2 in Waco. Initial results on red-light-running, even though promising, were expressed as observed red-light-running events per day. These resulting rates did not reflect exposure, and the results also raised some concerns with regards to some increase in red-light-running from Level 1 to Level 2. A more detailed analysis of the red-light-running issue at these two sites is provided in this thesis. The main areas of red-light-running analyses presented here are with respect to the reductions in red-light-running rates for the exposure factors of number of cycles and vehicular volumes, the comparison of day and night RLR rates and the nature of speeds of vehicles running the red light at the intersection in Waco. AWEGS was found to reduce the total red-light-running per exposure factor after its deployment. Both Level 1 and Level 2 AWEGS operations were found to reduce red-light-running by up to 60%. Generally, total red-light-running per exposure factor between Level 1 and Level 2 was found to be about the same. Level 2 had lower daytime red-light-running rates and higher nighttime rates than Level 1. Generally, day rates were found to be higher than night rates for all levels of AWEGS deployment. It is recommended that, to better understand the operational aspects of AWEGS and to improve its operations, more implementation of AWEGS and further tests be done. An automated method to collect and analyze data needs to be developed as well as a means of automatically recording video data for calibration and verification It is also recommended that Level 1 technology be implemented in areas where the Level 2 technology may be either too complex or too expensive.

Previous red light camera (RLC) studies have shown reductions in violations and overall and right angle collisions, however, they may also result in increases in rear-end crashes (Retting & Kyrychenko, 2002; Retting & Ferguson, 2003). Despite their apparent effectiveness, many RLC studies have produced imprecise findings due to inappropriate study designs and/or statistical techniques to control for biases (Retting & Kyrychenko, 2002), therefore, a more comprehensive approach is needed to accurately assess whether they reduce motor vehicle injury collisions. The objective of this proposal is to assess whether RLC’s improve safety at signalized intersections within Miami-Dade County, Florida. Twenty signalized intersections with RLC’s initiating enforcement on January 1st, 2011 were matched to two comparison sites located at least two miles from camera sites to minimize spillover effect. An Empirical Bayes analysis was used to account for regression to the mean. Incidences of all injury, red light running related injury, right-angle/turning, and rear-end collisions were examined. An index of effectiveness along with 95% CI’s were calculated. During the first year of camera enforcement, RLC sites experienced a marginal decrease in right-angle/turn collisions, a significant increase in rear-end collisions, and significant decreases in all-injury and red light running-related injury collisions. An increase in right-angle/turning and rear-end collisions at the RLC sites was observed after two years despite camera enforcement. A significant reduction in red light running-related injury crashes, however, was still observed after two years. A non-significant decline in all injury collisions was also noted. Findings of this research indicate RLC’s reduced red light running-related injury collisions at camera sites, yet its tradeoff was a large increase in rear-end collisions. Further, there was inconclusive evidence whether RLC’s affected right-angle/turning and all injury collisions. Statutory changes in crash reporting during the second year of camera enforcement affected the incidence of right-angle and rear-end collisions, nevertheless, a novelty effect could not be ruled out. A limitation of this study was the small number of injury crashes at each site. In conclusion, future research should consider events such as low frequencies of severe injury/fatal collisions and changes in crash reporting requirements when conducting RLC analyses.

No description available.

Red light running is one of the main contributing factors of crashes in urban areas in Florida and the United States. Nationwide, according to preliminary estimates by the Federal Highway Administration (FHWA) 2001, there were nearly 218,000 red-light running crashes at intersections. These crashes resulted in as many as 181,000 injuries and 880 fatalities, and an economic loss estimated at $14 billion per year nationwide, According to the Community Traffic Safety Team Florida Coalition (A statewide traffic safety group) there were 9,348 crashes involving red-light running in Florida and 127 fatalities in 1999. This research study focused on studying the red light running crashes and violations in the State of Florida. There were three primary objectives for this research. The first primary objective was to analyze the red light running crashes in Florida from 2002 to 2004. The data for this part was collected from the Crash Analysis Reporting System of the Florida Department of Transportation. These crashes are reported as "disregarded traffic signal" as far as the first contributing cause. The analysis focused on the influences of different factors on red light running crashes including the driver (age group, gender, and DUI history) and the environment (time of day, day of week, type of road, and weather). However, not all red light crashes are reported as "disregarded traffic signal". Therefore, representing red light running crashes only through "disregard traffic signal" noted reports would underestimate the extent of red light running effects at a given intersection. Therefore, the second objective was to review the long form crash reports to determine the actual number of crashes related to red light running. The analysis for a random sample of the crashes on the sate roads of Florida on the year 2004 showed that the percentage of crashes related to red light running reported on the database was found to be (3.13%), and the percentage of crashes related to red light running reported in the original crash repot filled by the police officer are much higher than reported(5.63%), which shows the importance of standardizing the format and coding process for the long form crashes conducted by the police officers to help accurately identify the real cause of the crash at the studied location. The third objective was to analyze the violations data given for five intersections and find if there is a correlation between the average rate of violations per hour and the frequency of red light running crashes. The analysis showed that utilizing the limited number of intersections used in the study, it appears that there is no correlation between the average violations per hour and the red light running crashes at the studied locations.

No description available.