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CDOT reports declines in speeding after automated camera warnings; program now expanding
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Summary
CDOT presented preliminary results showing large reductions in vehicles exceeding speed thresholds during warning and violation periods at US‑119 and I‑25 North deployments and said the program will expand; commissioners asked about costs and whether penalties will fund broader deployment.
Chief Engineer Stefanik presented preliminary data from CDOT’s automated speed‑enforcement deployments, tying the cameras to the department’s safety goals and to a target of reducing serious injuries and fatalities. Stefanik said the program used extended warning periods before issuing violations: the initial warning period began in July 2025 for one corridor and violations began on Jan. 12, 2026. He said the earlier deployments logged just under 39,000 warnings and just under 10,000 violations in total; where warnings and public information campaigns started, the number of vehicles measured exceeding the 10–24 mph window dropped dramatically.
Stefanik showed data for US‑119 and a newer deployment on I‑25 North (Mead to Berthoud). He said initial testing captured thousands of vehicles exceeding the threshold daily but communications and the warning period reduced that to hundreds per day; after the violation period began, counts fell further. Stefanik told commissioners the program is designed to supplement law enforcement, improve roadside safety for workers and reduce dangerous driving without requiring officers to stop vehicles on the shoulder.
On costs and funding: Stefanik said each deployment costs about $13,000 per day to operate while the program carries substantial upfront costs (vendors, back‑office processing, hearing officers). He said revenue is beginning to offset those costs but that it is too early to rely on fines as a sustainable funding source; any excess funds would be directed to safety programs.
Commissioner Jones asked whether ticket revenue would cover administration and whether funding would cap ability to expand deployments. Stefanik said the department is currently ‘‘in the red’’ on upfront costs but expects programs to approach break‑even as they scale and emphasized that local agencies and state statute alignment will be important for statewide expansion. He said further crash‑reduction analysis is under way but not yet ready for presentation.
Why it matters: The automated enforcement program seeks to reduce speed‑related crashes and supplement law enforcement in high‑risk segments and work zones. Commissioners expressed interest in wider deployment if costs can be covered and if the program proves effective at reducing crashes.
What’s next: CDOT plans additional deployments (including in El Paso County) and will report crash reduction outcomes when law‑enforcement crash reports are available; the commission will receive follow‑up statistics in future briefings.
