Ending Photo Radar: A Cash Cow or a Safety Tool?
Yesterday Minister Devin Dreeshen announced the end to photo radar enforcement on Alberta highways. Nobody likes photo radar but, it’s the reality of keeping drivers accountable. Minister Dreeshen stated the program was a cash cow and there was no proof it actually improved road safety. Postmedia reported, “When someone says photo radar is the be all and end all, when it comes to accidents, the municipalities that actually removed photo radar, the data doesn’t support that,” Dreeshen told reporters at the legislature. His office declined to provide data to support his statement. Mark Neufeld, the head of the Calgary Police Service called him out for that comment because it’s insulting, and it diminishes the value of enforcement in reducing road incidents. Did the photo radar program get abused to increase revenue? Probably, but does that mean you scrap the whole program? Maybe move the cameras from the cash cow areas? One problem does not invalidate the entire program.
Opposition to Speed Limiters
Minister Dreeshen has a history of disdain for speed enforcement, and this was evident in his rejection of speed limiters for commercial vehicles in Alberta. When British Columbia introduced speed limiters for commercial vehicles in April 2024, limiting commercial vehicles to 105 km/hour, Minister Dreeshen stated “Alberta has no intention to further limit the speed of commercial trucks.” This stance, favoring transportation business interests over road safety, is concerning given the preventable collisions caused by speeding trucks. Vehicle manufacturers cannot out-engineer poor driver decisions and that leaves law enforcement the only option to control speeding. Modern safety features like seat belts and airbags are standard and save lives, so why not speed limiters? Commercial vehicles already collect speed data through GPS and electronic logging devices, yet enforcement rarely holds company owners accountable. Why not write some penalties to the owners for allowing the excessive speed? We already know there are untrained drivers with fake driver licenses all over Canada’s roads, at least control how fast they can go.
Lack of Oversight for Commercial Vehicles
The only mechanism to monitor the on road performance of commercial vehicles registered in Alberta is the Carrier Profile system. The Carrier Profile system has been unable to share enforcement data with all the jurisdictions since 2019 and zero effort has been made to mitigate that situation. This means Alberta Transportation Compliance and Oversight is overseeing inaccurate data. The Third Party Auditor (TPA) program is also fundamentally flawed with inaccurate data because TPA auditors do not have encryption keys to review unencrypted records of a driver’s working time. Insurance companies use this flawed carrier profile information to determine risk when issuing commercial vehicle insurance policies. If Alberta really wants to tackle insurance rates, then insurance companies are going to need to start doing their own carrier compliance assessments and not relying on the information from government.
Safety vs. Business
Minister Devin Dreeshen decisions reflect a pattern of favoring economic concerns over road safety. While his actions may appeal to truckers and businesses, they leave Alberta’s roads less secure. Stricter enforcement, targeted photo radar, and mandatory speed limiters could save lives, but achieving this requires a shift in priorities and maybe an apology to Mark Neufeld and everyone in enforcement.
As an Alberta-based carrier, understanding the intricacies of Safety Fitness Certificates (SFC) is essential for compliance and avoiding costly penalties. A common question that arises is whether an Alberta-based carrier with a Provincial SFC can operate outside of Alberta by simply purchasing permits in other provinces like British Columbia or Saskatchewan. The short answer is no, and here's why.
Intra-Provincial vs. Extra-Provincial: Know the Difference
First, let’s clarify the two types of SFCs:
It’s crucial to understand that an Intra-Provincial SFC does not give you the flexibility to temporarily operate outside Alberta by buying a permit in another province. The permits available in British Columbia and Saskatchewan that many carriers refer to are for vehicle registration (IRP) and fuel tax (IFTA) purposes, not for operational authority. This common confusion often leads carriers into regulatory trouble. Yes, I know your cousin’s uncle that owns a trucking company has been doing it for years but, that just means they haven’t been caught yet.
Why Permits Don’t Equal Permission
Many carriers mistakenly believe that purchasing a permit for registration or fuel tax allows them to operate extra-provincially. However, these permits are solely for the legal use of highways (registration) and the payment of fuel taxes. They do not grant you the authority to pick up or deliver loads outside Alberta.
The responsibility of understanding the need for a Federal SFC falls on the carrier. Unfortunately, Transportation & Economic Corridors, Traffic Safety Services Division do not provide education on this requirement. Alberta Transportation & Economic Corridors, Traffic Safety Services Division, Monitoring & Compliance Branch, Investigations & Enforcement Section focus is on compliance, and they expect carriers to be informed about the regulations governing their operations.
The Siloed System and Its Impact
One of the reasons carriers often find themselves in violation is the lack of communication between various government departments. Transportation & Economic Corridors, Traffic Safety Services Division, the departments responsible for permits and those overseeing SFCs operate in silos. This means that when you obtain a permit from one department, there is no cross-communication to inform you of other regulatory requirements, like the need for a Federal SFC.
This disconnect often results in carriers unintentionally violating regulations. Operating extra-provincially with an intra-provincial SFC the carrier is not just risking tickets or penalties but, extra-provincial carriers carry insurance that intra-provincial carriers do not. Should the carrier have an accident while outside the jurisdiction the insurance company may deny that claim and open the carrier up to liability.
The High Stakes of Non-Compliance
Safety Fitness Certificate follows the virginity rule, you only get one shot. An Alberta carrier with a Provincial SFC that is stopped operating in another jurisdiction would be made Federal and the carrier would have to apply to return to intra-provincial. The regulation AR 314/2002 Commercial Vehicle Certificate and Insurance Regulation Section 6 4.2(1)(c) uses the wording operates or intends to operate. Getting caught operating extra-provincially proves the intention to operate. Operating with an Intra-Provincial SFC outside Alberta is not just a minor infraction—it’s a serious violation.
Carriers operating extra-provincially require ELDs, speed limiters, and are required to pay Provincial Sales Tax (PST) in jurisdictions like British Columbia and Saskatchewan. Non-compliance with these requirements may put the carrier on the radar of Alberta Transportation & Economic Corridors, Traffic Safety Services Division, Monitoring & Compliance Branch, Investigations & Enforcement Section and the carrier will be caught on the never ending NSC Audit wheel of fortune.
Final Thoughts: Stay Educated and Compliant
Remember, Alberta Transportation & Economic Corridors, Traffic Safety Services Division, Monitoring & Compliance Branch, Investigations & Enforcement Section role is enforcement, not education. Ignorance of the law is no excuse; carriers must take the initiative to educate themselves on the regulatory environment they operate in. Investing time in understanding these regulations can prevent significant headaches down the road. Stay informed, stay compliant, and keep your operations running smoothly.
BC Ministry of Transportation and Infrastructure
The federal vs provincial SFC is an Alberta system, not BC. A BC NSC Certificate is not different for carriers whether they operate only in province or over borders.
If you have a Provincial SFC, you will need to apply and obtain a Federal one in order to cross into BC. We do not issue permits changing a carrier's standing or operational category.
SASKATCHEWAN SGI PERMIT OFFICE
Saskatchewan does not have any permits that covers the provincial safety fitness, customers need to have their fitness safety changed to federal before entering SK
