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SB 3374

VEH CD-ALTER SPEED LIMITS

104th Regular Session Introduced by Mike Porfirio

Gives local authorities broader power to set certain speed limits (including 25 mph urban, 20 mph residence, and 10 mph in alleys) without engineering studies, while expanding over

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Bill Summary · SB 3374

Summary of SB3374 (104th General Assembly, Illinois)

Purpose and intent

SB3374 proposes changes to the Illinois Vehicle Code to reorganize and narrow the scope of speed limit decisions and automated speed enforcement (ASE) within safety zones and urban areas. The bill adjusts how speed limits can be altered by local authorities without requiring engineering or traffic investigations, redefines safety zones for ASE, expands local authority to set certain maximum speeds, and imposes new requirements and oversight around ASE programs and related studies.

Key provisions and changes

  • Safety zones and ASE scope (Sections 11-208.8, 11-601, 11-604):

    • A roadway in which the 30 mph speed limit is decreased by local ordinance without an engineering or traffic investigation is explicitly excluded from the definition of a “safety zone” for automated speed enforcement systems.
    • Local authorities may declare an absolute maximum speed with the following effects:
    • In an urban district:
      • Decrease limit to a maximum of 25 mph (not less than 20 mph) or to 10 mph in alleys, without requiring an engineering/traffic investigation.
      • Increase limit within urban district but not beyond 55 mph; if increasing necessitates a decrease, an engineering/traffic investigation would be required.
    • In a residence district: decrease to 20 mph (revised from the current 25 mph minimum) without an engineering/traffic investigation.
    • Local boards (park districts, cities, villages, towns, counties) must post notices designating the new speed limit.

  • ASE program specifics (Section 11-208.8):

    • Maintains current definitions for automated speed enforcement systems and safety zones but with the revised treatment of safety zones as noted above.
    • Operational hours for ASE depend on the zone type (school district property vs. park district property) with specified windows (e.g., school days, certain morning/evening hours; park areas with facility open/close times).
    • Required website access for alleged violators to view recorded images.
    • Penalties for ASE violations mirror current structure: civil penalties with tiered caps (e.g., up to $50/$100 base penalties plus late-payment penalties), plus exemptions if a Uniform Traffic Citation by a police officer is issued within proximity in time/space to the ASE action.
    • Violations within 15 minutes and 1/8 mile of an A.S.E. citation by an officer may be considered in defense; other defenses include stolen or hijacked vehicles or improper ownership.
    • Net proceeds from civil penalties must be used for public safety initiatives, pedestrian/traffic safety, municipal infrastructure, and after-school programs.
    • Notices to vehicle owners must be issued within 30 to 90 days after the violation is logged by the Secretary of State.
    • Vehicle lessees may be liable if the lessor provides lessee information and the violation is issued to the lessee.

  • Signage and notice requirements (Sections 11-208.8 and 11-604):

    • Roadways with ASE must be signposted per the National MUTCD standards, with additional signage as needed to alert approaching traffic.
    • New ASE installations require 30 days’ notice to issue citations.
    • Electronic speed-detecting devices must not be used within 500 feet beyond posted speed signs in the direction of travel (with exceptions for special school zones).

  • Restrictions on vendors and ethics (Section 11-208.8):

    • Vendor compensation for ASE systems must be tied to equipment/services value, not the number of citations or revenue.
    • Prohibitions on certain state and local officials from accepting employment/fees from ASE vendors for specified periods after service; explicit post-employment restrictions for former officials and vendors.

  • Lessor provisions (Section 11-208.8):

    • Vehicle lessors are not liable for ASE violations during the lease period unless they disclose lessee information within 120 days of a request; violators may then be charged to the lessee.

  • Illinois-Chicago specific study (Section 11-208.8, sub v):

    • The University of Illinois Chicago Urban Transportation Center must study North and South DuSable Lake Shore Drive in relation to AI-powered cameras, driving behavior, deterrence effectiveness, and alternatives to AI cameras, with the Department adopting implementing rules.

Who would be affected

  • Municipalities, park districts, counties: New authority to set absolute speed limits within defined constraints, and the responsibility to post and enforce those limits.
  • Drivers and vehicle owners: Potential ASE citations and penalties under revised thresholds; notices delivered by mail; lessees may become liable in certain circumstances.
  • Lessees and lessors: Tightened notification and liability framework for ASE violations involving leased vehicles.
  • Local governments and vendors: Changes to compensation structures and vendor-ethics requirements; procurement and permit processes may be adjusted for ASE installations.
  • Public safety and transportation planning entities: Ongoing responsibility to conduct and publish safety impact analyses of ASE systems; funds redirected to safety programs, infrastructure, and after-school activities.
  • Chicago/North/South DuSable Lake Shore Drive stakeholders: A mandated study on AI-powered cameras and safety outcomes, with potential policy implications.

Procedural and timeline aspects

  • Referred through the usual legislative process with committee and readings (Executive, then Floor). The bill’s action history shows progression through rule-based deadlines in 2026.
  • ASE-related notices and posting requirements specify timeframes (e.g., 30-90 days for violation notices; 30 days’ notice before citation issuance for new ASE installations).
  • Local maximum speed changes can be enacted via ordinance following engineering/traffic investigations or explicit statutory allowances; signage and witness requirements apply to enforcement changes.
  • Reports and analyses (statistical safety analyses) are required for municipalities operating ASE systems, with publication on municipal websites every two years and an initial analysis timeline for existing systems.

Bottom line

SB3374 tightens local control over speed limit alterations, especially in urban and residence districts, by standardizing when engineering studies are required and setting explicit maximums (e.g., 25 mph urban max, 20 mph residence zones, alley 10 mph). It redefines safety zones to exclude certain roadways where local decreases were made without investigations, expands ASE governance and transparency, strengthens signage and notification requirements, imposes ethical procurement safeguards, and requires ongoing safety analyses and a Chicago-area AI-camera study. The overall effect is to grant more local discretion on speed limits while increasing oversight and transparency of automated speed enforcement programs.

Compiled from official sources — confirm details with the bill’s official record.

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