Ontario Expressway Collisions During Covid-19 Pandemic
View looking west toward Highway 73 (Elgin Road) showing Highway 401 traffic in late April, 2020. Lower traffic volumes may have increased overall speed but the number of major collisions appear to be reduced on Ontario’s expressways.
In an article (“Overall Safety of Ontario’s Expressways Hides Chronic Safety Problems”) posted on the Gorski Consulting website on January 9, 2020, we listed 21 collisions that were reported by official news media which occurred on Ontario’s expressways in December of 2019. That list is reproduced again below, followed by a similar list of collisions for April, 2020.
Ontario Expressway Collisions in December, 2019
- On December 1, 2019, a female driver was killed when her vehicle “came to rest in a treeline” on the north side of Hwy 401 near Orford Road in Chatham-Kent. Since forested areas are located a substantial distance of the travel lanes it was unusual, and unexplained, how this fatality occurred.
- On December 1, 2019 a multi-vehicle pile-up, involving 30 to 40 vehicles, occurred in the westbound lanes of Hwy 401 in Kingston near Hwy 15. One person was killed while 16 persons were taken to hospital. The OPP indicated the collision occurred in whiteout conditions.
- On December 1, 2019, a 24-year-old female driver of an SUV was killed when her vehicle was struck by a tractor-trailer near Jordan Road. It was reported by the OPP that the collision occurred just as freezing rain was starting to fall.
- On December 1, 2019, the OPP reported that there were about 400 vehicles involved in collisions in the GTA. These collisions were caused by winter-like road conditions with a mix of ice pellets and snowfall.
- On December 1, 2019, complaints were made by the OPP that drivers on Hwy 403 were turning around and driving the wrong way within a construction zone in the Mississauga area. It was confirmed that there were winter roads conditions as evidenced in video showing vehicles making the U-turns but it was never explained what prompted the vehicles to make these turns.
- On December 6, 2019, a female pedestrian was struck by transport truck on the QEW near Dorval Drive in Oakville. It was reported that she exited a stopped passenger car just before she was struck. There were conflicting reports whether the female was critical condition or had passed away.
- On December 6, 2019 a passenger car was rear-ended by a small truck on Hwy 401 near Warden Ave, causing critical injuries to two children. The collision occurred when traffic was slowing and OPP indicated “It appears the collision was the result of either driver inattention or a driver not responding to change traffic patterns ahead”.
- On December 6, 2019 a wheel separated from a commercial motor vehicle on Hwy 401 in Southwold Township, south-west of London, Ontario. The separated wheel passed through the median and struck two oncoming vehicles but no injuries were reported.
- On December 11, 2019 OPP reported the occurrence of a multi-vehicle pile-up in the westbound lanes of Hwy 401 near County Road 15 east of Brockville. A second pile-up occurred near Deseronto Road. One person died in the crashes. The environmental conditions were described as “snowy” and this was supported by photos showing a substantial amount of snow covering the road surface.
- On December 11, 2019 a tractor-trailer rolled over on Hwy 401 between Colonel Talbot and Union Roads, south-west of London. No injuries were reported and no explanation was provided as to how the rolled truck came to be resting across all three lanes of the highway.
- On December 11, 2019 the OPP reported that one of their cruisers was struck in the westbound lanes of Hwy 401 between Cobourg and Brighton, east of Toronto. The collision was blamed on the formation of “black ice”. No other details were provided.
- On December 18, 2019 the OPP reported that six crashes had occurred, involving multiple vehicles, on Hwy 401 between Putnam Road and Ingersoll. The collisions occurred in both the eastbound and westbound lanes. An OPP photo of the area showed a substantial amount of snow on the road surface. No further information was provided with respect to any injuries.
- On December 19, 2019 the OPP reported that approximately 50 vehicles, including 6 transport trucks, were involved in a pile-up on Hwy 400 near Hwy 88 north of Toronto. An OPP photo of the area showed that the road surface was snow-covered.
- On December 20, 2019 the OPP reported that a pedestrian was struck on the Garden City Skyway in St Catharines. It was reported that the pedestrian had stepped out of vehicle from an earlier collision and was struck by a vehicle passing through the site of the earlier collision.
- On December 21, 2019, A three-vehicle collision occurred in the westbound lanes of Hwy 401 near Hwy 6, east of Cambridge. Two persons died in the crash. No information was provided as to how the crash occurred.
- On December 21, 2019, four vehicles were involved in a collision in the eastbound lanes of the QEW east of Winston Churchill Blvd. Six persons were transported to hospital but none of the injuries were life-threatening. No information was provided as to the cause of the collision.
- On December 26, 2019 a serious rear-end impact occurred in the eastbound lanes of Hwy 401 approaching Dixon Road in Toronto. Three persons were sent to hospital but no further details were available.
- On December 26, 2019 a four-vehicle collision occurred on the QEW east of Dorval Drive. Five persons were transported to hospital and one driver was charged with impaired driving.
- On December 27, 2019 a hit-&-run, rear-end impact occurred on the westbound off ramp from Hwy 401 to Liverpool road in Pickering. No further details were available.
- On December 30, 2019 a vehicle became disabled in a live lane of the eastbound express lanes of Hwy 401 at Allen Road. A occupant from the vehicle was subsequently struck by a tractor-trailer and was killed.
- On December 31, 2019 two trailer-trailers were involved a collision in the westbound lanes of Hwy 401 at Furnival Road between London and Chatham, Ontario. No injuries were reported.
Ontario Expressway Collisions in April, 2020
- On April 3, 2020 an eastbound tractor-trailer drove off the lanes of Highway 401 and came to stop partway into the Cataraqui River near Kingston. The driver had to swim to the shore. While the extent of injuries was not provided, no fatality was involved.
- On April 6, 2020 the OPP Twitter reported that a tractor-trailer drove into a ditch after it was involved in a collision with a pick-up truck that was hauling a trailer. The OPP reported that there were no injuries.
- On April 6, 2020 the OPP Twitter reported that a car struck a double-trailer transport truck. The transport subsequently rolled onto its side over the concrete median barrier of Highway 401 at Ritson Road. The OPP reported there were no injuries.
- On April 9, 2020 the OPP Twitter indicated that a car struck the rear of a transport truck on Highway 401 at the James Snow Parkway. Although injury information was not provided, photos of the vehicle showed damage to its right front corner which was of moderate severity. It would be highly unlikely that fatal injuries would have occurred.
- On April 11, 2020 the OPP Twitter reported that a transport truck has struck a crash barrier in the eastbound lanes of Highway 401 at Highway 407. Damage to the truck was minor and there were no injuries.
- On April 12, 2020 a tractor-trailer struck a construction barrier on Highway 401 at Mississauga Road. The truck rolled over and caught fire however the driver only suffered minor cuts.
- On April 15, 2020 an impaired driver travelled the wrong way on Highway 402, somewhere in Strathroy-Caradoc, and his vehicle struck the median barrier. The extent of his injuries was not indicated but he was arrested at the scene of the collision rather than being transferred to hospital so any injuries were likely no serious.
- On April 21, 2020 the OPP Twitter reported that an SUV had rolled over in the eastbound collectors lanes of Highway 401 at Warden Ave. Three persons were taken to hospital but no further information was available as to the extent of their injuries. Photos showing the SUV upside down with a collapsed roof suggested that there could be major injuries.
- On April 21, 2020 a westbound tractor-trailer rolled over onto its side on Highway 401 near Victoria Road in Chatham-Kent. No injuries were reported.
- On April 24, 2020 a driver sustained serious injuries when he was “partially ejected” from his vehicle when involved in an unidentified, single vehicle collision on the ramp from Highway 401 express to collector lanes east of Allen Road.
The above lists were taken from an informal review of news media and OPP Twitter reports focused more toward the south-west and central parts of southern Ontario. While the lists may be incomplete there is no other way of obtaining official information of collisions unless the OPP or Ontario’s Ministry of Transportation are willing to provide it. The news media tend to report on serious and fatal collisions thus these lists likely reflect the general numbers of such occurrences.
The general conclusion gained from this review is that, while speeding on Ontario’s expressways has increased during the Covid-19 pandemic, the number of serious collisions appears to have decreased.
The December 2019 summary indicates that there were 7 fatal collisions and 8 fatalities. Conversely, the April 2020 summary shows that no fatalities occurred during that month. Furthermore, of the 11 incidents cited in April 2020, 4 involved specific references that no injuries occurred. Again, while these summaries are likely incomplete and do not contain details of the injuries the overall impression is that both the number of collisions and their severities were decreased during the Covid-19 pandemic month of April, 2020 versus the Covid-19-free month of December 2019.
Constable MacRae Helping Ducklings – A Message Beyond Simple Act of Kindness
Kindness, empathy for those in need, and doing the right thing when no one is there to notice, are the qualities needed in all police officers, and in us all.
That simple act of kindness portrayed by Constable MacRae of the Waterloo Regional Police sends a far larger message to us all.
The Waterloo Regional Police uploaded three photos on their Twitter account showing the actions of one of their own Constables helping a family of duckling over a tall, concrete curb and toward safety.
Constable MacRae observes the adult duck has crossed over the tall curb while the baby ducklings struggle to do so. The first photo shows the helpful act of kindness when the ducklings are given a lift to safety.
In a world filled with hypocrisy, chest beating about the glory of ourselves, amidst the true corruption that so often lies beneath, Constable MacRae’s simple act of kindness demonstrates what direction we could go, should we wish to do so. This is a far greater message than a simple act of kindness. Constable MacRae welcome to the honour role of true heros.
Puzzling Road Safety Results During Pandemic
Covid-19 is a science experiment that no one wanted, but once it’s over, we will ask some large questions about how it affected road safety and transportation in general.
An article published by CP24 News in Toronto today reported that “Police report thousands fewer collisions amid pandemic but see nearly 600 per cent rise in stunt driving charges”. The article indicated that, since March 17, 2020, Toronto police fined 222 stunt driving charges which is where this “600 per cent” increase comes from. With respect to the stunt driving the article also reported “Toronto police previously told CP24 that they saw a 195 per cent increase in stunt driving charges in the last two weeks of March so the updated numbers would seem to suggest the practice is becoming even more prevalent”.
While there may be an increase in speeding, is it believable that drivers have suddenly changed their driving habits so dramatically in just two weeks? Does this mean that drivers have become far more dangerous or is there another explanation?
In the article police had indicated that 1,535 collisions were reported “since the province issued a state of emergency and ordered the closure of many businesses on March 17”. The article then added “That is down 79 per cent from the same period in 2019 when there were more than 7,300 collisions”.
All this information talks about police activities but does not say anything about the actual number of drivers travelling at the noted speeds. While we assume that the increase in police charges are proportionate to the increased number of speeders, we do not actually know that. The City of Toronto continually monitors the speeds of vehicles much like all jurisdictions in Ontario. This data should be publicly available yet it is not. And the authors writing news articles on this subject do not mention this important issue. Why rely on the activities of police when the true test of what the public is doing lies in the objective data on vehicle speeds that is continually being collected but is being held secret?
Gorski Consulting has been making videotaped observations of traffic throughout this pandemic and has compared those data to recent testing dates when the pandemic was not in effect. This data was recently reported in detail in articles posted on the Gorski Consulting website. One of the tables from our research is reproduced below. For clarification, note that the Clarke Road site is an S-curve and the percentages refer to the number of drivers travelling above the advised speed, not the maximum posted speed. The data for the rest of the sites refers to the percentages travelling above the maximum posted speed.
Our data indicates that average speeds have increased during the time of the pandemic effect. However there have been no stunt driving incidents recorded during our testing. The incident that came closest to stunt driving involved a northbound motorcycle that was travelling at 149 km/h in a 100 km/h zone on the Highbury Ave expressway at Commissioners Road in London, Ontario during our April 7, 2020 videotaping session.
Yet, the speed increase has also been observed on Hamilton Road in London, even though the volume of traffic had increased, not decreased, during the Covid-19 pandemic. So not all sites appear to be the same.
This is the kind of data that should be provided by the City of Toronto, the OPP and all other official agencies that are providing news releases to the news media. When this data is not provided it is the responsibility of the news media to raise the question: Why not?
Updated Speed and Traffic Volume Comparisons Under Covid-19
A frame taken from video of westbound traffic taken on Highway 401 at Graham Road on November 5, 2018, shows the congestion caused in the median lane as vehicles follow a slow-moving tractor-trailer.
New speeding and traffic volume data is available for westbound Highway 401 at the Graham Road interchange.
In an article posted to the Gorski Consulting website on April 20, 2020, data was revealed showing a comparison between Covid-19 and pre-Covid-19 speeding and traffic volumes at four sites in and near London, Ontario. It was noted in that article that no speed documentations were made for Highway 401. Police have reported that they are conducting speed enforcement from overpasses. This leads to the conclusion that police are concerned about speeds on expressways. Thus conducting speeding and traffic volume documentation along Highway 401 would be an important addition to the Gorski Consulting data.
As such, on Monday, April 20, 2020, Gorski Consulting conducted a traffic study on Highway 401 at the Graham Road interchange near West Lorne, Ontario. Preliminary speed results were provided in a subsequent Gorski Consulting article posted on April 23, 2020. In part this article indicated two preliminary observations:
- At least 16.7% of unobstructed, non-trucks travelling in the fast lane of Highway 401 were travelling over 130 km/h.
- The study also showed that 72.9% of unobstructed, non-trucks in the fast lane of Highway 401 were travelling at a speed equal to or greater than 120 km/h.
Following this preliminary speed analysis a detailed study was made of the traffic volume over the two-hour videotaping session of April 20, 2020.
Next we turned our attention to comparing this data to previous testing. It was intended that a comparison would be made with a previous videotaping session of Monday, November 5, 2018. However it was observed that data from the full, 2-hour session from 2018 was not completed. Speed data was only available for the first 25 minutes of that session. Thus it was determined that the rest of the 2018 videotape would be analysed so that the comparison could be made between two full hours from each session.
However, as we began this additional analysis it became clear why just 25 minutes of data was originally obtained. It was because the analysis was exceedingly laborious. There was a large numbers of long tractor-trailers in the right lane and also many vehicles in the median (fast) lane. In order to capture vehicle speed we had to track the position of vehicles in the median lane at any 2 of the 6 camera positions set up at 100 metre intervals along the right roadside. When traffic volumes are low it is relatively easy to capture the vehicle positions in the cameras. However when traffic volumes are high the vehicles in the median lane are blocked from view, primarily by the long tractor-trailers in the right lane. Thus we must search each camera view until the vehicle of interest becomes visible and then we can proceed to make the speed calculation. This continual searching of views in different cameras is time-consuming. At times it was necessary to look through the undercarriage of a semi-trailer located in the right lane to detect the lower portion of a vehicle that existed in the median lane. So this is why only 25 minutes of speed data was originally obtained from the November 5, 2018 session.
As we recognized the usefulness of the comparison between the two sessions we returned to the 2018 video session and attempted to complete further analysis. This brought us to complete an additional 40 minutes of data and thus giving us a total of 65 minutes. While this falls short of the full 2 hours that we wanted, we can make the following observation that is visible in the table below: During the Covid-19 session of April 20, 2020, we documented 182 vehicles over the full two hours of videotaping, in the pre-Covid-19 session of November 5, 2018 we documented 300 vehicles in just 65 minutes! That is the difference of the Covid-19 effect.
Below is the original table we posted in the April 20, 2020 article.
We now attach the updated table which includes the videotaping on Highway 401 at Graham Road of April 20, 2020.
In the original table we did not have Covid-19 speed data for Highway 401. Although we had completed a videotaping session on March 25, 2020 at Highway 401 and Westminster Drive, we had only set-up two cameras on the overpass to capture traffic volume. So in the original table we inserted some older speed data from two sessions (October 30 and December 2, 2018) at the Westminster Driver overpass. Those sessions have been removed in the updated table so we now have all four testing locations with speed data.
In the next table we show the average speeds at the four sites.
In an April 23, 2020 article we posted preliminary speed results from the Graham Road site which were different (i.e. higher speeds) than what is shown in the above table. The higher speeds were obtained by removing all observations of tractor-trailers from the median lane data. We also removed any non-tractor-trailers that were following the leading tractor-trailer within a time of 5 seconds. This was done to remove the effects of those slow-moving tractor-trailers whose speed is governed to a maximum of 105 km/h. In contrast the speeds in the above table have not been adjusted. So all the vehicles have been included, regardless of whether they are slow-moving tractor-trailers and other vehicles whose speed is affected by those tractor-trailers.
So even though the slow-moving tractor-trailers have been included in the data, the average speed of all the vehicles in the median on April 20, 2020 was 118.20 km/h. In comparison, on November 5, 2020 the average speed was 114.74 km/h. We have discussed the results from the other three sites in the April 20, 2020 article so this discussion will not be repeated here.
In the following table we have included the actual number of speeding vehicles that were observed at each site. This is an updated table to the original from the April 20, 2020 article. So we now have the Graham Road site data in this table. It may seem interesting that the number of vehicles travelling over 120 km/h was about the same in the two Graham Road sessions (80 versus 84) yet the April 20th data was based on almost twice as much recording time (65 versus 120 minutes).
In the next table we present the percentages of speeding vehicles at each of the four sites. Again, this is an updated table from the April 20, 2020 article.With the inclusion of the Graham Road data we can now compare all four sites to each other with respect to how they have been affected by the Covid-19 shut-down.
To us the most prominent data comes from this latest session on Highway 401 and Graham Road. Look at the percentage of speeders in the pre-Covid versus the Covid session. In the Nov-5-18 session the percentage of drivers found to be travelling at or above 120 km/h in the median lane was 26.67%, in the Apr-20-20 session that rose to 46.15%. Let us repeat that these averages, in both sessions, included all those slow-moving tractor-trailers that are travelling at about 105 km/h, and all the slow-moving vehicles that have no choice but to follow behind those slow-moving trucks.
Also look at the column for the speeders travelling at or above 130 km/h. In the Nov-5-18 session this was 2.67% whereas in the Apr-20-20 session it was 9.89%. So does it appear that more vehicles are speeding on expressways such as Highway 401 during this Covid-19 pandemic? From this sample it would appear so. In fact, the increase in speed is also visible in the other three sites.
Yet despite all these speed increases, at no occasion has the Gorski Consulting Covid-affected data shown a vehicle that was travelling 50 km/h above the speed limit, or “stunt driving”. Obviously this stunt driving is going on but it is not clear whether it is going on elsewhere. One possibility is that such high speeds may be occurring on expressways where there are more than two lanes. And it may be more prevalent at other times and days of the week. Videotaping on a Friday or Saturday night or past midnight might expose those speeders. Police would obviously have data such as this.
Stunt drivers are clearly a dangerous problem. In our view some form of analysis is needed to identify these persons and what motivates them to endanger themselves and the public around them. Once such an offender is found and a fine is paid we cannot simply allow them to proceed with their previous activities. Some form of follow-up and monitoring is needed.
Four Police Deaths From Speed Enforcement Stop Is A Wake Up Call
Catching speeders during the Covid-19 pandemic can be more dangerous to police stopped on the highway. This observation is re-enforced from the tragic news of four police officers who were struck and killed on the Eastern Freeway near Kew in Victoria Australia two days ago.
It is reported that two officers in an unmarked cruiser pulled over a Porsche 911 for speeding at 140 km/h in a 100 km/h zone. Upon determining that the driver could be impaired they called for the assistance of two other officers in another, marked cruiser which stopped behind the unmarked cruiser. The marked cruiser had its emergency lights flashing. Under these conditions Australian legislation requires that passing traffic must reduce speed to 40 km/h. All four police officers were reportedly outside of their vehicles in an emergency lane.
A tractor-trailer travelling at the speed limit of 100 km/h reportedly veered into the emergency lane and struck the marked cruiser and then the other two vehicles were struck in a chain reaction. The Porsche driver was not injured and left the site before surrendering himself to police the next morning.
It must be emphasized that the legislation did not prevent this collision. The truck travelling at 100 km/h is even slower than the governed speed of almost all trucks travelling on Ontario’s highways. What is needed is a thorough analysis of how and why this truck ended up veering into the emergency lane. This has nothing to do with charges against a single driver but it has everything to do with preventing tragedies like these from occurring here in Ontario.
Driver behaviour on the highway is complicated and requires a scientific approach that involves an unbiased assessment of all the factors involved. This is the best method for keeping both police and members of the public safe.
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