Reposted from PhotoRadarScam.com

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.

The state of Arizona has long been a hotbed for controversy over photo radar and red light cameras. The cities of Mesa and Peoria both made news yesterday regarding their versions of the camera program.

Arizona famously ditched their freeway speed cameras after Governor Jan Brewer succumbed to the pressure put on by a group of about 2,000 activists who worked for 2 years to put the entire system to a vote.

The matter never made it to the ballot, but the statewide system was banned by legislature in March of this year. That was a full 8 months after the freeway cameras had been shut off. The program was run by Redflex Traffic Systems, was wildly unpopular and the contract wasn’t renewed in May of 2010, per Jan Brewer’s order.

The red light cameras and some speed vans still remain on surface streets in cities like Paradise Valley, Mesa and Peoria. Citizen activists and some politicians and political organizations have been keeping the pressure on to rid the streets of these so-called “Robo Cops,” even though the freeway cameras haven’t snapped a picture of motorists since July of 2010.

Earlier this summer, the city of Tempe decided to end their contract with Redflex and take their cameras down. The main reasons cited were a spotty, at best, safety record and the fact that Redflex was suing the city for a bigger piece of the fines. It’s clear that overwhelming greed finally earned Redflex a ticket out of Tempe.

Peoria, AZ has had Redflex cameras since 2008 and has seen enormous jumps in accidents since they were installed. 300-500% increases were seen in the worst cases. Citing the absolutely horrible safety record for Redflex and their red light cameras, Peoria ended their contract and will turn their cameras off on October 3rd. This is yet another blow to Redflex, who is watching their market share in the greater Phoenix area diminish rather quickly.

Mesa, AZ also has their contract with Redflex up for renewal, but it looks like their city council will acquiesce to the demands of lobbyists and sign a new contract. Mesa residents were just as involved as others in the 2008-2010 fight to rid the entire state of photo ticketing, but it appears that the movement has stalled for the moment. In fact, city council members are threatening to expand the program and work is already underway to install more ticket cameras.

ABC 15 featured a report about Mesa’s red light camera program last night. From their perspective, it appears that Redflex won’t be leaving Mesa any time soon, but if local activists have their way, a renewal of the contract will result in a recall election for every member of council. This fight promises to be a heated one.

by CameraFRAUD