HomeMy WebLinkAbout2015-03-24 - AGENDA REPORTS - RED LIGHT PHOTO ENFORCEMENT (2)Agenda Item: 8
NEW BUSINESS
CITY OF SANTA CLARITA
AGENDA REPORT
CITY MANAGER APPROVAL:
DATE: March 24, 2(
SUBJECT: RED-LIGHT PHOTO ENFORCEMENT PROGRAM
DEPARTMENT: Public Works
PRESENTER: Andrew Yi
RECOMMENDED ACTION
City Council receive report and discuss alternatives for the City of Santa Clarita's Red -Light
Photo Enforcement Program.
BACKGROUND
With traffic fatalities in the City of Santa Clarita (City) reaching an all-time high of 12 in 2002,
City staff investigated various safety measures, including establishing a Red -Light Photo
Enforcemerlt Program in the City. In November 2003, the City implemented a Red -Light Photo
Enforcement Program and awarded a five-year contract to Redflex Traffic Systems, Inc., to
provide and maintain red-light photo enforcement equipment.
City staff and the Los Angeles County Sheriffs Department selected five intersections for red-
light photo enforcement based on collision history and red-light enforcement issues. The cameras
started operation in July 2004 at the intersections of Soledad Canyon Road/Whites Canyon Road,
Bouquet Canyon Road/Seco Canyon Road, McBean Parkway/Magic Mountain Parkway,
McBean Parkway/Newhall Ranch Road, and Lyons Avenue/Orchard Village Road. The program
was expanded in August 2006 to include three additional intersections at Valencia
Boulevard/McBean Parkway, Bouquet Canyon Road/Newhall Ranch Road, and Soledad Canyon
Road/Sierra Highway.
In December 2008, the five-year contract was renewed. In April 2009, the Soledad Canyon
Road/Sierra Highway location was removed due to low levels of red-light running at the
approach and the need for photo enforcement was no longer merited.
At their March 25, 2014, meeting, City Council extended the contract term on a month-to-month
basis for up to one year and directed staff to further evaluate the Red -Light Photo Enforcement
Program and report back within 12 months. The current contract expires March 3 1 � 2015.
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The Red -Light Photo Enforcement Program is just one too] the City and Los Angeles County
Sherift's Department utilize to enhance intersection safety. The City also employs other methods
of traffic engineering improvements such as: (1) signal timing that includes synchronization,
phasing improvements, and longer all -red cycles to better accommodate pedestrian and traffic
patterns, (2) installation of protected left -turns to reduce vehicle/pedestrian conflicts, (3 ))
installation of additional signal heads and roadway striping modifications to improve visibility,
and (4) ongoing collision analysis to identify intersection collision patterns and implement
solutions to prevent those patterns.
The City maintains a collision database derived from reported collisions by the Los Angeles
County Sheriffs Department�s Santa Clarita station. A before/after collision analysis was
conducted (includes all collisions within 150 feet of an intersection) using collision data three
years prior (2001-2003) and the most recent seven years after the implementation of the red-light
cameras (2007-2013). The chart below shows the yearly average of total collisions in each
category at the seven red-light camera intersections. Citywide intersection statistics were also
viewed for comparison purposes.
Collision Analysis
Seven Red -Light Camera
Intersections (Vearly
Average)
Citywide Excluding Red -Light
Camera Intersections (Vearly
Average)
Primary Collision Factor
Before
After
% Chg
Before
After
% Chg
Red-light Running
14.0
4.6
-67%
93.7
85.7
-9%
Collision Severity
Before
After
% Chg
Before
After
% Chg
Property Damage Only
60.3
46.4
-23%
500.0
441.6
-12% 1
Injury
27.0
23.3
-14%
299.0
297.8
0%
Fatal
0.3
0.0
-100%
2.7
1.9
-30%
Collision Type
Before
After
% Chg
Before
After
% Chg
Broadside Collisions
_30.7
12.6
-59%
341.0
306.5
-10%
Rear -End Collisions
35.3
39.9
13%
238.7
-5%
Other Collision Types
21.7
17.2
-21%
222.0
209.1
-6%
Total Collisions
1 87.7
69.7
1 -21%
801.7
741.3
_8%
The analysis showed a 67 -percent reduction in the average number of yearly collisions caused by
red-light running, 59 -percent decrease in broadside collisions, 14 -percent decrease in injury
collisions, and a 21 -percent decrease in total collisions. One category, rear -end collisions, did see
a I 3 -percent increase. With the exception of rear -end collisions, the red-light camera
intersections had larger declines compared to citywide statistics.
In 2012, the State adopted new standards for pedestrian timing at signalized intersections. The
new standard decreased the average pedestrian walking speed from 4 to 3.5 feet per second to
accommodate an aging population and those with mobility issues. The new standard added up to
an additional 12 seconds of pedestrian timing at some intersections. Initially, the new pedestrian
timing was inserted within the City's existing 120 -second cycle. Therefore, when a pedestrian
crossed an intersection, green signal time was reduced for other signal phases creating a variable
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amount of green signal time. This resulted in an upward trend of motorists receiving red-light
camera violations. After identifying this trend as shown in the attached table, staff worked on
resynchronizing signal corridors and implemented a new 132 -second cycle citywide in 2013.
This signal cycle better accommodated new pedestrian timing without the need for shortening
the green -light phase. After implementation, red-light violations decreased by 50 percent at red-
light camera intersections.
Yellow -light timing is based on State standards published in the Califoruia Manual of Uniform
Traffic Control Devices (MUTCD). The City has always complied with State minimum
standards and often exceeds State minimums. While standards for yellow -light timing for
through approaches are specific based on speed, there was limited guidance on protected left -turn
yellow -light times. In early 2014, the California Traffic Control Devices Committee
recommended changes to State standards and guidance for yellow -light timing. These
recommendations have since been incorporated into the latest version of the California MUTCD
released in November 2014. While additional guidance (viewed as accepted practice) was added
to protected left -tum yellow -light timing, it stopped short of posting specific criteria and left
judgment to local agencies.
In response, staff initiated two projects in mid -2014. First, staff started an evaluation in
providing a longer protected left -turn yellow -light time/phase from 3.5 to 4.0 or 4.5 seconds at
four red-light camera intersections. The objective was to analyze what effect it would have on
driver behavior, red-light violations, and signal operation. Second, the City hired an independent
consultant to conduct a comprehensive review of yellow -light timing for protected left -turns. The
purpose of the study was to establish a policy for protected left -tum yellow -light timing based on
scientific justification, consistent with the changes in the MUTCD.
Since the revised yellow -light timing was implemented, red-light running has dropped
approximately 50 percent overall at the four intersections. In most recent months, the trend has
continued to hold with no noticeable increase in red-light running. The consultant study was
completed in early 2015. The consultant recommended a protected left -turn yellow -light timing
policy based on posted speed and length of turn pocket. The proposed policy will result in an
upward adjustment for yellow time at many protected left turns. Over the next several months,
staff will implement the consultant's recommended policy citywide. It is anticipated this will
result in further reductions of red-light running.
Historically, the Red -Light Photo Enforcement Program has been a violator- funded program. In
other words, the lines collected from tickets paid for the full cost of the program. During the last
rive fiscal years (Fiscal Year 2009-10 to Fiscal Year 2013-14), yearly expenses averaged
$581,287 and revenues averaged $658,962 for an average yearly net revenue of$77,675. The
cost of the program includes Redflex equipment/maintenance, data communications, Sheriff
personnel for citation processing/court appearances, and City Attorney fees. See attached table.
During Fiscal Year 2014-15 (through January 2015), program expenses have been $353, 145
while revenues were $23 1,511 for a net revenue loss of $121,834. Based on current trends, Fiscal
Year 2014-15 costs are expected at $605,000 and revenues at $395,000 for a net subsidy of
$210,000. Revenues have not fully covered expenses of the program for 15 straight months
(since November 2013). Citations issued in Fiscal Year 2013-14 are 45 percent lower than Fiscal
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Year 2012-13. This drop is directly attributed to fewer red-light violations due to the
implementation of longer signal cycles and yellow -light times. The number of citations issued in
the first seven months of Fiscal Year 2014-15 is 2,694. Based on current trends, the number of
red-light citations is expected to be 4,620 in Fiscal Year 2014-15. See attached table.
Besides the total number of citations, there are two other factors that affect overall revenue. First,
citations issued have been subject to increased challenges through the court system. Second, the
compliance rate of violators paying their ticket has decreased. The State sets a base fine schedule
that the Los Angeles County Superior Court is supposed to adhere to. In addition to the base fine,
the State legislature and County of Los Angeles have the authority to add fees and penalty
assessments to the base fine, which they have done. These fees and penalty assessments end up
more than quadrupling the original base fine. The fine amount for a red-light ticket is the same,
whether it originated from a camera or a Sheriff Deputy in the field. The $490 fine is distributed
to three agencies: the State receives $270 (55 percent), the City receives $150 (30 percent), and
the County receives $70 (15 percent). Per State law, camera vendors are not permitted to receive
a percentage of ticket revenue. The camera vendor has a contract with the City and is paid a flat
monthly fee regardless of the number of tickets issued.
Red -Light Photo Enforcement Program offers 24-hour/7-days-a-week coverage at seven
intersections. The visible cameras make drivers more cognizant and cautious when driving
through an intersection. The locations are fixed and resources cannot be easily moved based oil
changing patterns. State statute only authorizes the Red -Light Photo Enforcement Program to
issue citations for red-light violations or disobeying directions of official signs/traffic control
devices. For comparison purposes, a traffic enforcement motor officer costs $246,000 annually
and can issue citations for red-light violations or any traffic infraction. However, for the same
cost as covering seven intersections with the Red -Light Photo Enforcement Program, only 2-3
intersections will be covered with motor officers and coverage will not be 24-hour/7-days-a-
week.
Red -Light Photo Enforcement is able to capture violations simultaneously and transmit data to
Sheriff personnel at the station who review the evidence and issue a citation at a later date. A
motor officer has to witness a violation, pull over the violator (a challenge when traffic is
present) and issue the citation. This process takes time away from the motor officer actively
enforcing the intersection. However, with a motor officer, a violator is notified immediately with
a citation issued in the driver's name. As indicated earlier with Red -Light Photo Enforcement,
Sheriff personnel reviews evidence from the violation and uses the license plate in the photo to
find the registered owner in the Department of Motor Vehicles database. However, the registered
owner is not always the driver. In California, the driver is responsible for a traffic violation, not
the registered owner. While all attempts are made to identify the driver, six percent of violations
are reJected because a positive identification cannot be made.
Finally, increased activity in Judicial decisions regarding red-light photo tickets and continuous
proposed legislative changes could threaten the sustainability of agencies operating red-light
camera programs in the future.
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ALTERNATIVE ACTION
The Current contract with Redflex Traffic Systems, Inc., expires March 31, 2015. The following
alternatives are presented for City Council discussion and to provide direction to staff.
Continue Red -Light Photo Enforcement Program and negotiate contract extension with
Redflex Traffic Systems, Inc. Bring item back to City Council to approve new contract.
2. Suspend Red -Light Photo Enforcement Program for a minimum of 24 months to assess
red-light violation and collision rates. Bring item back to City Council to either
reestablish or discontinue Red -Light Photo Enforcement Program.
Allow expiration of the current contract with Redflex Traffic Systems, Inc., and
discontinue the Red -Light Photo Enforcement Program. Authorize final payment for fees
owed to Redflex Traffic Systems, Inc., through contract expiration.
FISCAL IMPACT
Sufficient budget is available in account 14400-5161.001 for the existing contract period. The
current estimated annual cost to operate the City's Red -Light Photo Enforcement Program is
$605,000 and is funded from the General Fund. The current estimated revenue is V)95,000.
ATTACHMENTS
Red -Light Photo Enforcement Locations
Red -Light Photo Summary of Expenditures and Revenues
Contract for Redflex Traffic Systems, Inc. (available in the City Clerks' Reading File)
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Red -Light Photo Program Summary of Expenditures and Revenues
Red Light Photo
Enforcement
Program
FY 09-10
FY 10-11
FY 11-12
FY 12-13
FY 13-14
FY 14-15
(YTD 1/15)
Expenditures
$558,414
$ 588,508
$ 573,271
$ 595,833
$590,410
$ 35J,345
Revenue
$680,946
$618,805
$527,406
$ 985�475
$582,179
$231,511
Net Revenue
$ 122,531
S 30,297
$(45,866)
$289,641
$(8,232)
$(121,834�
Citations Issued
5,947
5,491
7,104
10,157
5�555
2,694