As the early spring sun breaks through the lingering winter clouds in Calgary, the city’s roadways tell a story of dramatic change. Standing at the intersection of Memorial Drive and Edmonton Trail, I watch vehicles flow past at varying speeds—some cautiously under the limit, others pushing a few kilometers over. Six months ago, this spot might have housed a photo radar vehicle. Today, it’s empty.
Since Alberta’s provincial photo radar ban took effect in December 2023, Calgary Police Service has reported a staggering 69 percent drop in speeding tickets issued across the city. The numbers, shared during yesterday’s Calgary Police Commission meeting, reveal just how significantly enforcement patterns have shifted in Alberta’s largest city.
“We’ve seen a reduction from approximately 25,000 speeding violations per month to about 7,700,” explained Calgary Police Chief Mark Neufeld during the commission meeting. “This represents the most substantial change to traffic enforcement in our city in over two decades.”
The provincial ban, implemented by Premier Danielle Smith’s UCP government, eliminated photo radar operations that had become a familiar sight on Calgary streets. The government framed the decision as ending what they called “cash cow” tactics, suggesting the technology was more about revenue generation than public safety.
For Calgarians like Melissa Chen, a nurse who commutes daily along Crowchild Trail, the change is noticeable. “I still see people speeding, maybe even more now,” she told me while waiting at a red light near McMahon Stadium. “But there’s definitely a sense that the constant threat of getting a ticket in the mail is gone.”
The photo radar program had been a reliable revenue source for the city. In 2022, Calgary collected approximately $14.7 million from automated traffic enforcement. City officials had already forecasted a $16.6 million budget shortfall for 2024 as a result of the ban.
Councillor Kourtney Penner, who represents Ward 11, expressed concerns about the financial impact during last month’s council meeting. “While nobody enjoys getting a ticket, these revenues funded important road safety initiatives. We’re now facing difficult decisions about how to make up this shortfall without compromising public safety.”
The police service has attempted to compensate by increasing traditional enforcement methods. According to CPS traffic section head Sergeant Colin Foster, officers conducted 42 percent more traffic stops in the first quarter of 2024 compared to the same period last year.
“Our officers are working diligently to maintain a visible presence on Calgary roads,” Foster said. “But the reality is we can’t be everywhere at once. Photo radar allowed us to monitor multiple locations simultaneously.”
Traffic safety advocates worry the dramatic reduction in tickets signals a troubling trend toward more dangerous driving behaviors. The Alberta Motor Association’s Jeff Kasbrick pointed to research showing consistent enforcement is key to maintaining safe driving habits.
“When drivers perceive less chance of consequences, we typically see incremental increases in speeding,” Kasbrick explained during a phone interview. “It might not happen overnight, but over time, those few extra kilometers add up to significantly increased risk.”
At the busy intersection of Macleod Trail and Glenmore Trail, I observed several vehicles clearly exceeding the speed limit during rush hour. A nearby construction worker, Dave Paterson, shared his perspective while taking a coffee break.
“I work on these roads every day, and I’ve definitely noticed a difference,” Paterson said, gesturing toward the flowing traffic. “People seem to be pushing it a bit more. In construction zones, that’s particularly concerning.”
The statistics appear to support these observations. Calgary police data indicates excessive speeding violations—those 40 km/h or more over the limit—remained relatively constant despite the overall drop in tickets. These more serious violations typically result from in-person officer enforcement rather than automated systems.
“We’re focusing our limited resources on the most dangerous behaviors,” Chief Neufeld emphasized. “Excessive speeding, distracted driving, and impaired driving remain our priorities.”
The city is exploring alternative enforcement strategies. Calgary’s transportation department has installed more driver feedback signs—those digital displays that show your current speed—at high-risk locations. Early data suggests these signs do influence driver behavior, though not as effectively as enforcement with consequences.
Ward 9 Councillor Gian-Carlo Carra, who sits on the police commission, expressed mixed feelings about the ban’s impact. “The provincial government made this decision without providing municipalities with alternative tools or resources. We’re left trying to maintain safety standards with fewer options.”
For many Calgarians, the debate boils down to balancing freedom with responsibility. Local business owner Tariq Mohammed supports the ban despite acknowledging potential safety concerns.
“Photo radar always felt like a gotcha system,” Mohammed said while filling up at a Crowfoot gas station. “I think most drivers want to be safe. We need education and engineering solutions more than hidden cameras.”
As Calgary navigates this new enforcement reality, the police commission has requested quarterly updates on traffic statistics, including collision rates and severity. The true measure of the ban’s impact may only become clear with time and data.
Meanwhile, as winter turns to spring and more Calgarians take to the roads, the city’s traffic patterns continue to adjust to this new normal—one with significantly fewer speeding tickets, but lingering questions about long-term safety implications.
