Saint Pete Covers Timers to Boost Red Light Camera Revenue

This video reveals the true motive behind the Saint Pete Red Light Camera program. As always, they claim it’s about safety but there is no reasonable explanation for covering the timers.

FAIL! Another City Rejects Redflex Red Light Cameras (Montgomery, TX)

Tonight the Montgomery City Council avoided a decade of grief and trouble and spared the lives of residents and visitors when they decided AGAINST a contract with red light camera vendor Redflex.

Congratulations Montgomery!

Read more here!

No Bloodbath after Cameras Switched Off

The Northampton Chronicle & Echo provided more evidence today that shows speed cameras either do not have any effect on saving lives or make roads less safe. Almost a year after switching of speed cameras in Northamptonshire (UK), fatalities dropped from 24 to 19.

“It also gives some evidence that although speed has risen as a result of removing cameras, the consequence hasn’t been more serious accidents.”

This is also further evidence that higher speed does NOT equal more crashes or more severe crashes. The focus should be placed on engineering solutions, keeping all traffic moving at as close to the same speeds as possible, and more prominent causes of crashes such as distracted driving.

Article of the Year

I’m a little late in posting on this one, but I’ve got to say that this editorial by Patrick Boyle is one of the best articles I’ve read this year. The writer concisely and accurately assesses the reality of the speed camera implementation in Olney, traffic engineering considerations and principals, and calls out the charade of safety that officials are trying to sell to the public. Here are a few choice passages:

If you think speed cameras catch only reckless drivers, then this suburb that real estate agents pitch as “family friendly” must attract the most dangerous drivers in the Washington area, according to county police data.

It’s a wonder that the streets of Olney aren’t littered with human roadkill. But many of us who’ve been nabbed think the success of these cameras reveals something else: Some of our speed limits are dishonestly low, and some of the cameras are set up in a sneaky way that turns reasonable drivers into violators.

Most Americans speed; 89 percent, according to a survey this year by Allstate. That doesn’t mean they all drive too fast. Traffic engineers recognize that drivers gravitate toward speeds that most of them feel are safe regardless of speed limits, and that their collective judgment is credible. That’s why engineers suggest following the 85th percentile rule … Montgomery County doesn’t use this guideline before putting up a speed camera.

State law restricts speed cameras to residential areas and school zones. Authorities pitched the cameras as a way to protect children and people trying to cross their own streets. Yet we commonly find the cameras on busy, four- and six-lane roads, in areas that are commercial or sparsely developed … But the camera aims away from the houses; it catches people who fail to slow down for a bank.

Ohio Judge Provides Information That May Be Useful in Fighting Photo Enforcement Citations

In the recent case of City of Parma vs. Demsey, the defendant was unsuccessful in defending himself in what was likely a kangaroo court for photo enforcement. Demsey appealed, but he apparently chose the wrong basis on which to appeal. While Sean C. Gallagher agreed with the denial of the appeal, he did offer the following gems which should be very useful for anyone looking to defend against a speed camera ticket (the full text may be found here):

{¶ 23} I concur fully with the judgment and analysis of the majority. I write separately to address concerns about due process and the admission of “technical” evidence with no record that it has ever been vetted for reliability.
{¶ 24} “There is no such thing as a perfect person, a perfect machine, or a perfect computer operating system.”
{¶ 25} The use of automated technology in society is increasing. Surprisingly, the admission of evidence derived from these new technologies is often unchallenged in Ohio courts. Often, as here, there is a presumption that everything works and is reliable.
{¶ 26} In this case, Demsey was given a copy of a document titled “Statement of Technology” that purports to explain the reliability and operating nature of the Redflex Technology equipment that measured his speed.
{¶ 27} Under Parma Codified Ordinancess 313.035(D)(4), the hearing officer may consider, as an affirmative defense, that the automated traffic enforcement camera system “was not operating properly.” Despite this phrase, no standards for admissibility or reliability are outlined in the Ordinances. There is nothing referencing source codes for operation, margins of error, calibration (if applicable), radio interference (if applicable), weather, or other potential considerations that may affect the result. If the equipment is turned on and gives a result that the operator can explain, the motorist is liable.
{¶ 28} Analogous to municipal governments embracing automated traffic enforcement technology is Ohio’s reliance on technology to enforce drunk driving under Ohio’s O.V.I. laws. R.C. 4511.19(D)(1)(b) creates a mandatory duty to follow Ohio Department of Health regulations for admission of test results involving bodily fluids for alcohol levels as outlined under the Ohio Administrative Code. Unlike O.V.I. enforcement, automated speed technology is not subjected to any independent review prior to implementation. Apparently, in this case no independent judicial review of the information contained in the “Statement of Technology” covering the reliability of this technology or the equipment occurred. Further, no administrative agency of the local government “vetted” this technology or the equipment to ascertain its reliability. The city of Parma entered into a contract with a private vendor, and inherent in this contract is the presumption that the science, the equipment, and the operator are apparently infallible.
{¶ 29} I am not suggesting that a Daubert hearing is required in every automated traffic enforcement case. Daubert v. Merrill Dow Pharmaceuticals (1993), 509 U.S. 579, 113 S.Ct. 2786, 125 L.Ed.2d 469; Miller v. Bike Athletic Co. (1998), 80 Ohio St.3d 607, 687 N.E.2d 735. Nor am I ignoring the fact that a vendor may be able to produce test results from the manufacturer that trumpet the accuracy and reliability of the device in question. Despite this, at some point courts cannot abdicate their responsibility to independently determine what evidence is admissible based on some objective standards of reliability.
{¶ 30} Further, Ohio Evidence Rules 104 and 402 address general admissibility and relevance questions about evidence. Specifically, Evid.R. 702 provides even more specific guidance.3 At section (C), the rule states:
“To the extent that the testimony reports the result of a procedure, test, or experiment, the testimony is reliable only if all of the following apply:
“(1) The theory upon which the procedure, test, or experiment is based is objectively verifiable or is validly derived from widely accepted knowledge, facts, or principles;
“(2) The design of the procedure, test, or experiment reliably implements the theory;
“(3) The particular procedure, test, or experiment was conducted in a way that will yield an accurate result.”
{¶ 31} No such judicial or administrative requirements are set for automated camera enforcement as used in this case.
{¶ 32} The Ohio Supreme Court, in a 4-3 decision, in 1984, held that an accused did not have a constitutional right to offer expert testimony to challenge the reliability of intoxilyzers in general. State v. Vega (1984), 12 Ohio St.3d 185, 463 N.E.2d 1303. Nevertheless, a defendant could still challenge the accuracy of his specific test results. See Vega. In either instance, the admission or denial of such evidence is predicated on the requirement that standards are adopted and followed that support reliance on the results received from the testing process. No such standards exist in this case.

Pima County Wants to Fix Poor Intersection Design With Cameras

Pima County officials appear to be manipulating light timing in order to justify the installatin of red light cameras. With or without rd light cameras, this video makes it clear that what is really needed is solid traffic engineering, NOT enforcement!

Dubious Traffic Engineering and Politics Predominate Over Public Safety on Arizona Roadways

People place blind trust that the governments responsible for determining speed limits are qualified and have conducted a proper analysis to arrive at the correct number. Many firmly believe that driving even just a little above the posted limit can be indeed be extremely dangerous. But this new video on Youtube shows that posted speed limits we see are sometimes nothing more than the result of a political whim, as in the city of Peoria, AZ the limits are established by ordinances that are established by the city council. Although difficult to see, the video shows a roadway in North Peoria, the stretch of Pinnacle Peak between 83rd Ave & 91st Ave where speed limits are set for 30mph going Westbound, but 45 going eastbound. There is no discernible difference in each side of the road (low density residential with no schools or school crossing), and the road is one lane in each direction. What could the engineering justification possibly be to call for a 15mph difference in speed limits based only on what direction you’re going? The only reasonable answer is that the city wants to create a speed trap.

The video also shows another location just south of Happy Valley Road on 91st Ave. As you approach the 3-way intersection, the last 1/8 of a mile drops from 40mph to 30mph. When you turn from Happy Valley onto 91st Ave southbound, you can go 45mph for the 1st 1/8th mile, then the limit drops to 30mph for about 3/8 of a mile, then raises up to a standard 40mph limit. Again, there are no schools and no discernible changes in road design or neighborhoods over these distances. These limits are nothing more than a speed trap, and nothing more than city officials screwing with drivers.

What’s interesting is how all of this sharply contrasts with information published by ADOT about speed limits.

Since most citizens can be relied upon to behave in a reasonable manner as they go about their daily activities, many of our laws reflect observations of the way reasonable people behave under most circumstances. Traffic regulations are invariably based upon observations of the behavior of groups of travelers under various conditions.

Generally speaking, traffic laws that reflect the behavior of the majority of vehicle operators are found to be successful, while laws that arbitrarily restrict the majority of drivers encourage wholesale violations, lack public support, and usually fail to bring about desirable changes in driving behavior. This is especially true of speed zoning.

ADOT continues to explain that reducing speed limits will NOT change traffic speeds and will not change accident frequency and that there is no “direct relationship between posted speed limits and accident frequency” and that, “speed in itself is not a major cause of accidents.” ADOT then proceeds to identify such locations as those described in North Peoria as a speed trap:

It is accepted within the traffic engineering profession that there is a demonstrated need to produce as much uniformity as possible in the traffic flow and to eliminate the so-called speed trap. A speed trap may be defined as a street or road which is wide enough, straight and smooth enough, and sufficiently free of visibility limiting obstructions to permit driving a certain speed, but where the law nevertheless calls for a much lower speed.

According to ADOT, “Speed zoning in Arizona is based on the widely accepted principle of setting speed limits as near as practicable to the speed at or below which 85 percent of the drivers are traveling.” But after spending a few minutes on the side of the road at either of these locations one can clearly see that the 85th percentile speed is closer to 40 or 45mph (common on Phoenix-area arterial roads) than the 30mph displayed on the speed limit signs.

So why is the city of Peoria so careless about road safety? There are only a few possible answers:

  1. Arrogant and/or incompetent city council who either believes they are qualified traffic engineers or that they know more than traffic engineers.
  2. They have allowed incompetent city traffic engineers to remain employed.
  3. They are more interested in revenue generation from speed traps than safety.

For clues to the answer, we can look to other city council decisions. Over 3 years ago, Peoria started a pilot red light camera program at 4 intersections. The results were disastrous, leading to over a 100% increase in accidents. But for some reason (read: $$$), the city decided to renew and extend the “pilot” program multiple times (guess they don’t understand what you’re supposed to do when a pilot program fails). Finally after 3 years and continued disastrous results, the city reluctantly ended the dangerous cash cow red light camera program after being unable to justify the program under the guise of safety any longer.

But the city of Peoria isn’t alone in the world of dubious traffic engineering. Take the new stretch of 303 West of I-17 for example. This is brand new freeway, 2 lanes in each direction separated by a significant distance. This stretch has very few on and off ramps, and very little traffic. Yet the speed limit is only 55mph! Contrast this to the 101 freeway which has a great deal of traffic and is usually crowded, on and off ramps every 1 mile, and the limit is 10mph faster. I don’t think you have to be an engineer to know that the new stretch of 303 freeway is every bit as safe as the 101, if not safer. So why the lower limits?

Arizona Revised Statutes, Section 28-702 allows the establishment of speed limits on the State Highway System “upon the basis of an engineering and traffic investigation.” The MUTCD also requires a traffic engineering study. So where is this engineering and traffic investigation that found a speed limit of 55mph to be appropriate on the 303 but not on the 101?

State and local governments have become lazy, arrogant, and exploitative. They have forgotten that their purpose is to serve the people and do what’s in the best interest for the public rather than the government. ADOT’s own literature contradicts their actions and appears to violate state law. This isn’t about safety. It’s about what it’s always about: power and money.

Redflex Loses Another Contract

The city of Gardena, CA, wised up today and voted UNANIMOUSLY to end the city’s red light camera program operated by Redflex. As reported by DailyBreeze.com:

Mayor Paul Tanaka said he supported the staff’s recommendation to stop using the cameras because it is too costly and doesn’t seem to be reducing traffic collisions.

“First and foremost, the financial hole that this is creating, in addition to the lack of evidence that the program is in fact being effective,” Tanaka said.

Furthermore, a Gardena police study of the program found no substantial decrease in traffic collisions at the red-light camera intersections since the system was installed in 2006.

Congratulations Gardena!

A Round of Applause For Syracuse

City officials for Syracuse are to be commended for doing proper due diligence prior to installing red light cameras and rejecting Redflex and other vendors. In an article from Syracuse.com, officials cited many reasons for opting against the scam including the demise of cameras in LA and Houston and the fact that many other states have banned their use. They also cited the fact that the cameras don’t cite the driver (just the owner), and the fact that they weren’t convinced that the cameras would improve safety.

“Tom Herrmann, of Redflex, one of the companies that bid to put cameras in Syracuse, said the city will be missing out [on lots of revenue].”

Too often city officials fail to do proper due diligence and blindly opt to go down the same roads that other cities have already gone down with failed camera programs. The only way to explain this behavior is corruption or incompetence. Syracuse officials, however, have proven they are neither.

ODOT Recommends Removing Red Light Cameras after 77% Increase in Crashes, City Extends Contract

It’s no surprise, but yet another city is blinded by the easy revenue from red light cameras that they insist on making decisions that are contrary to the public’s safety. The Statesmen Journal reports that ODOT recommended removing cameras in Salem, OR after accidents increased 77%.

In the 50 months before the cameras went up, crashes averaged .62 per month. In the 21 months after installation, the average increased to 1.09 per month, ODOT reported.

But as we’ve seen time and time again, the city chooses to ignore the recommendation and opts to continue or expand the program. Shame on you, Salem!

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