Safety requires speedy return of photo radar

This fall, citizens of Ottawa elect a new city council. To foster debate during the campaign, we’ve asked people for ONE idea that would make the city a better place — without necessarily breaking the bank. Today, safety advocate Emile Therien brings us up to speed on his proposal.

The biggest improvement our city could make would be introducing photo radar.

I and many other safety advocates were disappointed in 1995 when the Ontario government rescinded its photo-radar program. Between mid-August and December 1994, before the program was cancelled, one safety research report found that photo radar was having a dramatic impact on speeding in Ontario. The Ministry of Transportation report says the proportion of drivers speeding dropped by as much as 42 per cent, depending on the location. There was also a big change among high-speed drivers. For example, at one research site, there was a 71-per-cent reduction in drivers driving faster than 150 km/ h. In the month prior to photo radar, there were 997 vehicles driving more than 150 km/ h at the four-lane test site. This dropped to 287 in the last month covered by the report.

So when can we have it in our city? Bill 65 (the Safer School Zones Act, 2017) added powers for municipalities under the Highway Traffic Act related to the implementation of photo radar, but these amendments and associated regulations aren’t yet in effect. In the meantime, this city is involved in a working group on joint procurement and a processing centre for what’s called the “automated speed enforcement initiative.”

So let’s bring in photo radar as soon as the logistics allow it. Think what a few well-placed cameras would do on, say, Baseline Road, or Innes Road from St. Laurent Blvd out to Orléans. Or myriad other city “speedways.”

To back my argument, consider Ottawa’s red-light cameras. The city has analyzed the collision data at right-light camera locations in three-, five- and 10-year time frames. In all time frames, there was a significant reduction in injuries after red-light cameras were installed. For the three-year time frame, for instance, overall collisions resulting in injuries have been reduced 23 per cent. In real numbers, that’s 92 fewer injury collisions.

Highly visible signs indicating the presence of photo radar will deter drivers from speeding. Research shows that if people believe they will be apprehended, they are less likely to offend. In a cash-strapped economy, electronic enforcement has another benefit: It enables police to improve traffic enforcement without increasing overall costs, though it must not be seen as a “cash machine.” The city must ensure that the administration of justice is never tied to revenue generation.

In April 2001, the British Columbia Court of Appeal ruled that the province’s photo radar law was constitutional. The decision was in line with other court decisions, which have upheld the legality of various traffic safety countermeasures aimed at reducing dangerous driving. For example, courts have upheld the legality of sobriety checks.

Without question, there is no substitute for strong police visibility in problem areas, and there is no substitute for a strong commitment to continuing public education. But police can’t be everywhere — and besides, there are people who can’t be persuaded to change their aggressive driving habits. Think about how dangerous it is for police to chase speeders on busy highways and in school zones. The risk involved in catching offenders is often unacceptable, both for the officers and the public.

Many of those opposed to electronic enforcement, including some politicians, say they are concerned about privacy issues raised by both photo radar and red-light cameras. But speeding drivers have no right whatsoever to pose a threat to the people of Ottawa. Public health, safety and injury prevention are the issues at hand. Public safety and traffic safety must always trump politics.

In a cash-strapped economy, electronic enforcement has another benefit.