Just a Revenue Raiser?
One of the main stumbling blocks in the states that considered and rejected bans this year was opposition from cities receiving money from them. Tickets generally cost drivers about $100, according to data from the Governors Highway Safety Association. California has the nation’s highest red-light fine at $490 per violation.
"They are used to having that money in their budget," said Iowa state Rep. Walt Rogers, a Republican who has tried for the last two years to pass legislation to limit the cameras. Last year, his proposal to require a traffic study at an intersection before installing a red-light camera failed to get out of committee. His ban bill made it out of the House in 2012, but died in the Senate.
State legislation typically sets the ground rules for the use of the cameras, and then cities negotiate the specifics of the deal with the camera vendors. The vendors, which include American Traffic Solutions and Redflex Traffic Systems, install the cameras and generally charge communities a flat fee for camera rental each month. Texas mandates flat-fee contracts to avoid encouraging ticket-writing.
At an intersection with a camera, sensors in the road cue the cameras whenever a violation occurs. The camera shoots video of the offender and sends it to analysts at the camera company for closer examination. If the analysts think the situation merits a ticket, they forward the video to local law enforcement agents, who review it again. Law enforcement officers have the final say about whether or not a driver receives a ticket.
Some states limit where any excess revenue generated from the program can go. In Texas, for example, any revenue in excess of what it costs cities to run the program goes to trauma care centers that treat car crash victims and local transportation expenses. In Pennsylvania, the excess money is sent back to the state transportation department, which then parcels the money into competitive traffic safety grants for cities.
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