A report of Red Light Camera crashes by crash type by crash severity. Both fatal crashes were angle crashes, 35% of angle crashes had injuries, and 64.9% were property damage only crashes. Almost 32% of all rear end crashes were injury crashes and 68.2% were property damage only crashes.
Crash Data
Charts and graphs illustrating data about crashes from the City of Albuquerque's Red Light Camera Program.
Crash data for all Albuquerque signalized intersections, the 20 Red Light Camera intersections and 38 non-Red Light Camera comparison intersections. Between January 2000 and December 2008 there was 44,474 crashes at signalized intersections in Albuquerque, 7,174 crashes at the 38 comparison intersections, and 6,331 crashes at the 20 Red Light Camera intersections.
Reports the frequency and percent of crashes by crash type and crash severity by year. Both the number and percent of angle crashes and injury crashes decreased from January 2000 through December 2008 while the number and percent of rear end and property damage only crashes increased. Crash severity (injury and PDO crashes) is graphically shown in Chart 3 by number of crashes by year.
Reports the average number of crashes by intersection per year by severity of crash. The average number of crashes was greater for each intersection for property damage only crashes compared to injury and fatal crashes. As shown in the table, only two intersections had a fatal crash during the nine year study period.
The average number of crashes yearly for the entire reporting period of January 2000 through December 2008 for each Red Light Camera intersection by total crashes and type of crash. For every intersection the average number of rear end crashes was greater than the average number of angle crashes.
Provides a count of citywide crashes, Red Light Camera crashes, and crashed at 38 comparison intersections for each year of the study period. During the nine year study period, total citywide intersection crashes were lowest in 2008, the last year of the study period. Crashes at RLC intersections and comparison intersections remained relatively unchanged from the first year (2000) to the last year (2008) but the overall trend in the nine-year study period was a reduction in crashes.
The observed count of crashes in the before period, the observed number of crashes in the after period for all approaches at the Red Light Camera intersections and the monitored approaches. The table also provides the monthly average crashes in the before and after periods and the average difference. A positive average difference indicates an increase in the average crashes from the pre to post time period and a negative difference indicates a decrease in the average number of crashes from the pre to post time periods.
Provides the total number of crashes, the average number of crashes, and the median number of crashes at comparison intersections by crash type and injury type. Similar to the Red Light Camera intersections the most common type of crash was rear end and the most common type of injury was property damage.
Table 23: Describes changes from the pre-period to the post-period by type of crash and type of injury per million entering vehicles by intersection. Six intersections (Academy & Wyoming, Lomas & Juan Tabo, Coors & Montano, Montgomery & San Mateo, Coors & Paseo, and Jefferson & Paseo) experienced overall increases in crashes per MEV and 14 intersections experienced decreases. In general there were decreases in injury crashes and angle crashes at intersections and increases in PDO crashes and rear end crashes.
The total average difference for all crashes, injury type of crash (injury and property damage), and crash type (rear end and angle) is included. The average difference in crashes varied by crash type and injury type. Positive differences indicate an increase in crashes, while negative differences indicate a decrease in crashes. Statistically significant differences are noted.
Describes crashes per million entering vehicles by injury type and crash type for Red Light Camera intersections and for the monitored approaches. Overall crashes increased from the pre-period to the post-period and there was a slight increase in crashes per million entering vehicles. This change was not statistically significant for all approaches or monitored approaches only. Both injury crashes and angle crashes decreased from the pre-period to the post-period and the decrease in million entering vehicles was slightly statistically significant for injury crashes and moderately statistically significant for angle crashes. From the pre-period to the post-period PDO and rear end crashes increased both in frequency and crashes per million entering vehicles for both all approaches and monitored approaches.
Documents the average number of yearly crashes at 38 comparison intersections by crash type and type of injury. At all but 5 comparison intersections rear end crashes were the most frequent type of crash and property damage crashes were the most common type of injury at all 38 comparison intersections.
Reports on the differences in crashes by frequency and percent increase/decrease and million entering vehicle crash rates by type of injury and type of crash from the before time period to the after time period. While there was a very slight increase of 1.1% in total crashes for the RLC intersections there was a 9.4% decrease in comparison intersection crashes. For both Red Light Camera intersections and comparison intersections there were large decreases in injury crashes (RLC intersections -26.1% and comparison intersections -37.3%) and smaller increases in PDO crashes (RLC intersections +12.7% and comparison intersections +1.7%). There were large decreases (-54.0%) in angle crashes at RLC intersections, a smaller decrease in angle crashes at comparison intersections (-29.3%), a 10.4% increase in RLC rear end crashes, and rear end crashes for comparison intersection decreased by 3.6%.
Reports on changes in expected crashes and actual crashes by Red Light Camera intersection. The complete tables that show the number of expected and actual crash counts can be found in Appendix G. While overall there was a small increase in total crashes, an 18.2% decrease in injury crashes and a 13.2% increase in PDO crashes these changes varied by RLC intersection.