Study Reveals Best and Worst Driving Cities in Ontario

InsuranceHotline.com, a website that compares auto insurance quotes, recently named the ten best and worst driving cities in Ontario based on how likely residents are to have tickets, collisions, or a combination of the two on their records. The study, which looked at quotes from 2018 and 2019, showed that drivers in high-density urban neighbourhoods are less likely to have infractions than their more rural counterparts. The results came as a surprise to insurance professionals and car accident lawyers.

Oakville is One of the Best Driving Cities in Ontario

Province-wide, 3.5 per cent of drivers admitted to having at least one at-fault crash and one ticket on their record; 6.9 per cent admitted to having at least one ticket and 8.9 per cent admitted to having been in a collision in the last ten years.

Drivers in Orangeville, Ontario, located roughly an hour northwest of Toronto, were the most likely to report at least one crash and one ticket, at 9.4 per cent. Fifteen per cent of Caledon drivers reported having at least one ticket, and 13.6 per cent of Woodstock drivers admitted being involved in a crash in the last decade.

The report assigned letter grades for each municipality based on the increased or decreased likelihood of drivers reporting an infraction. The communities of Orangeville, Bradford, Woodstock, Sault Ste. Marie, Brantford, and Orillia all received ‘D’s, while Thunder Bay, St. Thomas, Caledon, and Barrie rounded out the bottom ten with ‘C’s.

The top ten driving cities in Ontario – North York, Toronto, East York, Etobicoke, Mississauga, Brampton, Scarborough, York, Thornhill, and Oakville – are all in the GTA, to the surprise of the study’s authors.

“We were as surprised as pretty much everyone when we saw these results and really looked at the data and saw how this was shaking out,” InsuranceHotline.com senior manager of partnerships Anne Marie Thomas told Canadian Underwriter. For car accident lawyers, the finding bolsters concerns that downtown clients don’t receive good value for their insurance dollars.

Insurance Rates Don’t Reflect Study Findings

Drivers in cities like Brampton, Mississauga, and Toronto pay stubbornly high auto insurance rates which, as Ontario car accident lawyers know, have become more unreasonable given recent accident benefits cuts by the province. BramptonGuardian.com reports that Brampton residents pay an average $2,494 per year in insurance premiums, more than $1,000 above the provincial average. Mississaugans pay an average of $2,086 per year.

Auto insurance premiums are based on more than collision and infraction rates. Urban drivers may pay more due to the sheer volume of accidents downtown, or perhaps because collisions in city cores tend to be more serious than accidents on rural roads. Lower per capita collision rates also don’t necessarily mean that city dwellers drive more safely; they may simply drive less. After all, it’s more difficult for people in rural areas to get from point A to point B by transit, bicycle, or foot. Average population age could also play a role.

“It’s everything factored in together,” Thomas said in her interview with Canadian Underwriter. “It’s where you live, how you drive, how long you’ve been licenced – it’s the whole package. Saying that this one city is worse or this one city is better, for everyone, that may not necessarily be the case.”

“Maybe [the lower average premium in rural areas] speaks to the accidents not being at-fault accidents,” Thomas continued. “Maybe rates are more expensive in these cities … because of the cost to settle the claim versus somewhere in Orangeville. Maybe those drivers have had an accident, but it’s a single-vehicle accident that had a couple of thousand dollars in damage, whereas in a more congested areas, maybe the accidents are more significant and more expensive to settle.”

Flipping the Script

Regardless of insurance prices, the InsuranceHotline.com study challenges assumptions about rural vs. urban driving. It may feel safer to coast along a provincial highway than navigate multiple lanes of impatient traffic on the Don Valley Parkway, but the stats suggest rural drivers are ticketed more often and involved in more accidents than their urban peers.

Contact an Ontario Car Accident Lawyer

If you’ve been involved in a traffic accident anywhere in Ontario, contact Will Davidson LLP to learn how our experienced team of car accident lawyers can help. Will Davidson LLP has been representing injured Ontarians for decades. We understand the serious physical, mental, emotional, and financial challenges that accompany serious car accident injuries, and are committed to helping our clients secure compensation for the damages they have incurred.

Contact us today to arrange a free, no-obligation consultation where we will discuss the viability of your claim and explain your legal options. Will Davidson LLP is proud to work on a strict contingency basis, meaning you will not be asked to pay legal fees until your case has been successfully absolved. Reach out now to learn more.

Ontarians Still Reeling from 2016 Changes to Auto Insurance System

In June 2016, the then-Liberal Government of Ontario introduced major changes to the province’s auto insurance system. Presented as an effort to reduce premiums, the changes significantly reduced available accident benefits and altered the definition of catastrophic impairment, making it more difficult for car accident lawyers to secure fair compensation for their clients. As a recent Global News story illustrates, the now-three-year-old changes continue to have devastating impacts on accident victims.

The Global report focuses on 32-year-old Ben Schenk, who incurred a traumatic brain injury after a crash on Ontario Highway 400 this May. As of July 5, Schenk’s family was waiting to learn whether their insurance company would classify his injuries as “catastrophic.” The decision will have a profound effect on the family’s ability to sustain itself. If his injuries are deemed catastrophic, Schenk will have access to up to $1-million in combined medical, rehabilitation, and attendant care benefits. If they are deemed non-catastrophic, he will have access to just $65,000 in benefits, not nearly enough to cover his rehabilitation.

Schenk’s situation is not unusual for Ontario car accident victims post-June 2016. Patients often wait more than a year to learn their injury designation, a period during which they are in limbo.

“The patient, the client, is in no man’s land until their injury manifests over a six-month period, if not a year, before we can give them any certainty of whether or not they can get the designation,” one lawyer told Global News. “And then when our assessors conclude that they believe they meet the test, then the insurance company notoriously has their own assessors re-evaluate the matters, which causes further delay. It takes typically a year and a half before they get the designation where before June 1, 2016, it would take a matter of weeks.”

Even when catastrophic impairment benefits are awarded, the coverage falls far short of pre-2016 levels. Prior to the Liberal Government’s changes, catastrophically injured accident victims had access to $1-million in medical and rehabilitation benefits, plus $1-million in attendant care benefits. Non-catastrophically injured victims had access to up to $86,000 in benefits; today they have access to just $65,000. Many car accident lawyers advise purchasing additional insurance to cover the gap.

“Regular car insurance is not enough to cover your needs if you’re seriously injured,” the lawyer added. “And it should be. It should be designed to provide the bare minimum of what you need.”

If you or a member of your family has been injured in an automobile accident in Ontario, contact Will Davidson LLP today to learn how our team of experienced car accident lawyers can help. We can provide guidance and representation as you pursue benefits or initiate a personal injury claim.

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How Safe are Higher Speed Limits?

In May, Ontario Transportation Minister Jeff Yurek announced plans to review speed limits on provincial highways. Later in the month, the Conservative Government previewed plans to test a 110 km/h limit on three sections of 400-series highways. The announcements provoked mixed reactions from stakeholders, some who believe higher speed limits make perfect sense and others, including car accident lawyers, who fear they will lead to increased injuries and fatalities on Ontario roads.

Proponents of the plan often look to the United States for examples of successfully implemented higher speed limits. In 1995, Congress repealed a federal law capping speed limits at 65 mph (105 km/h) nationwide, allowing the states to set their own maximum speed limits.

Today, maximum speed limits vary widely state-to-state. According to the Globe and Mail, 22 have maximum speed limits of 70 mph (112 km/h); 12 have maximum limits of 75 mph (121 km/h); and seven – Idaho, Montana, Nevada, South Dakota, Texas, Utah, and Wyoming – have maximum limits of 80 mph (129 km/h). In Texas, there is even a 41-mile stretch of highway with a mind-bending 85 mph (137 km/h) limit.

Like their southern cousins, Canadian provinces are able to set their own maximum speed limits. Ontario would join Alberta, Saskatchewan, Manitoba, New Brunswick, and Nova Scotia by raising its maximum limit to 110 km/h. Only British Columbia’s is higher at 120 km/h on select roads.

Of course, the question for car accident lawyers is not whether Ontario should be able to raise its maximum speed limits, but whether it would be safe to do so. Evidence from the United States suggests not.

Chief researcher for the Insurance Institute of Highway Safety (IIHS) Chuck Farmer has studied the effects of higher speed limits on road safety extensively. Per the Globe, he believes increased speed limits have caused roughly 37,000 deaths in the United States since 1993. By looking at annual traffic fatalities per mile travelled in states that increased speed limits and factoring out other road safety factors like seatbelt usage, Farmer was able to calculate an 8 per cent increase in fatality rate for every 5 mph added to the speed limit on Interstates and freeways.

Less nuanced numbers provided by the World Health Organization offer similar conclusions. The United States experienced 11.6 traffic-related deaths per 100,000 people in 2016; Canada experienced just 5.8. In 2017, 1,841 people died on Canadian roads; 37,133 died in the United States. Closer to home, British Columbia was forced to roll back its 120 km/h speed limits on several routes when accidents more than doubled.

If you have been injured in a motor vehicle accident, contact Will Davidson LLP to learn how we can help. Our team of experienced car accident lawyers can provide guidance as you consider a personal injury claim.

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Driverless Cars Will Keep Passengers Safe, but Could Hurt the Insurance Industry

The presence of driverless cars on Canadian roads is a foregone conclusion, but the laws that will regulate them and the impact their presence will have on the insurance and personal injury industries are less understood.

To car accident lawyers, autonomous vehicles hold tremendous promise for improving road safety. The vast majority of serious motor vehicle injuries are caused by human error, which will gradually be reduced as automation increases. Today, the Ontario Ministry of Transportation reports roughly 40,000 accidents per year. The arrival of autonomous vehicles should reduce that number drastically.

“As time goes on and we get up toward 100-per-cent uptake on autonomous vehicles, nobody’s going to be paying attention because there won’t be many claims if the roads become as safe as people think they will,” said one former Ontario Trial Lawyers Association president to Law Times’ Michael McKiernan.

Though accidents caused by human error are a grave safety concern, there are concrete legal mechanisms in place to help victims access compensation. The path to securing damages will be much less clear as driverless cars become more ubiquitous. Some car accident lawyers worry that drawn-out and expensive liability disputes will prevail if clear, sophisticated legislation is not in place.

The Insurance Bureau of Canada (IBC) sought to address this problem in a recently-released report on the driverless future. It suggests a ‘fresh approach for autonomous vehicles, including policies that cover both driver negligence and any technology at work in the car,’ writes McKiernan.

Many car accident lawyers agree that auto manufacturers must assume some liability. Placing responsibility in their hands will ensure that rigorous safety standards in the production and testing processes are implemented and upheld.

It is also in the best interests of the insurance industry to push for clear rules and guidelines. As one personal injury lawyer told McKiernan, the insurance business may have difficulty grappling with the expected reduction in accidents.

“When you look at the property and casualty business, somewhere around 40 per cent comes from auto insurance,” the lawyer said. “Fewer collisions means you’re dealing with fewer claims for personal injury and defending fewer property damage claims. Logically that should mean it is cheaper to insure a vehicle, and premiums will have to go down.”

Fewer accidents and lower premiums? The rise of autonomous vehicles could be a boon for Ontario’s drivers and the personal injury lawyers that represent them. But without clear legislation in place, injury victims will remain at risk of falling through the cracks.

If you or a member of your family is interested in pursuing an accident claim relating to a motor vehicle collision, contact Will Davidson LLP today to learn how our experienced team of car accident lawyers can help.

Should seatbelts be mandatory on school buses?

In January, federal Transport Minister Marc Garneau announced the formation of a task force to investigate the possibility of installing seatbelts on Canadian school buses. The announcement, which was cheered by safety advocates and car accident lawyers, marks a reversal of the government’s longstanding assertion that seatbelts in school buses make children less safe.

“We’re ready for this and we’re going to act as quickly as possible,” Garneau told Radio-Canada last month.

No seatbelts on school buses

The government’s anti-seatbelt policy was informed by a 1984 Transport Canada study that said seatbelts on school buses did not prevent – and may in fact cause – injuries to school children. The study was extremely influential. Its findings dictated seatbelt policies across Canada and the United States.

Why the sudden change?

More recent research produced dramatically different conclusions than the 1984 study. Today, safety experts, academics, American governmental bodies, car accident lawyers, and scientists are united in their belief that seatbelts in school buses save lives. National Safety Councils on both sides of the border have dismissed Transport Canada’s antiquated findings, as has the United States’ National Transportation Safety Board. In a 2015 speech, then-head of the US Highway Traffic Safety Administration Mark Rosekind said: “There is no question that seatbelts offer improved safety. Seatbelts [in school buses] will save the lives of children who we might otherwise lose in crashes.”

Yet it took an investigation from CBC News’s The Fifth Estate, published in October, to convince Transport Canada to change course. The investigation found that “thousands of injuries and numerous child deaths could have been prevented across Canada and in the United States in the past three decades had school buses been equipped with seatbelts.”

In December, for the first time, the ministry affirmed on its website that seatbelts “offer added protection for school-age children” when worn properly.

Next steps

The federal government can mandate that new school buses come with seatbelts, but it must work with the provinces to retrofit older buses. That’s where the task force comes in: Garneau intends to collaborate with provincial counterparts to organize and pay for upgrades.

“There are school boards that have to invest in the additional resources, so these are all things that are being looked at at the moment with the provinces,” he said.

In November, Ontario Premier Kathleen Wynne called for mandatory school bus seatbelts in her province, and transportation ministers in Alberta and British Columbia echoed her call last month. There is optimism among safety advocates that positive change is on the way.

“I would like them to make it a priority,” said Petra McGowan, founder of Manitoba Parents for Mandatory Seatbelts, per the CBC. “It should be thoroughly uncontroversial…. There is no question that seatbelts offer improved safety.”

Contact an experienced car accident lawyer

If you or a member of your family has been injured in an automotive accident, contact Will Davidson LLP today to learn how our experienced team of car accident lawyers can help.

 

 

Driving Safe in Winter Means Knowing When to Change Your Tires

The Globe and Mail reports, ‘the rubber in all-season tires starts to harden when the temperature drops below 7C.’ Tires are that important liaison between the vehicle and the road. After all, tires bring into the real world the claimed performance characteristics of the vehicle. That said, tires have a much narrower performance window as compared to other components of the car.

Given the severe winter weather that Ontario experiences for a significant part of the year, it is curious that drivers are not clearly aware of when to put on winter tires. Only British Columbia and Quebec have taken active measures that require drivers to install winter tires.

When to put on winter tires

The Traffic Injury Research Foundation, a Canadian road safety research institute, notes an almost 50% increase in accidents due to skidding in winter conditions. In fact, contrary to their colloquial name – snow tires – winter tires should be installed on a vehicle two weeks before the first snow and kept on until about two weeks after the last snow of the season. Their advantage lies not only in the deeper tread depth, but also the lower operating temperature of the rubber, which retains offers superior traction, steering and braking compared to all-season and summer tires.

Personal injury arising out of car accidents

In a car accident, ascertaining liability is key to evaluating the claim. That a driver did not know when to put on winter tires is an important factor in terms not only of compensation but also the insurance claim. Whereas a conscientious driver will keep their vehicle in safe mechanical fettle, one can ask, and compellingly so: is installing winter tires not equally important to meeting the standards of a safe driver, even if not specifically legislated to do so?

Third party investigators, independent analysis and witnesses will all play an important part in determining the outcome of the claim. Was the vehicle privately owned or a part of a rental fleet which was otherwise required to have winter tires – questions such as these will influence liability hugely.

Anyone having suffered personal injury may have more than one option to getting fair compensation for their injuries and loss of livelihood. Other than a claim under tort against the person at fault, there can be an accident benefit component too.

Car accident claims and suits, particularly those precipitated by wintery conditions require a deft and experienced touch. At Will Davidson LLP you know you have the expertise and resources at hand to get the fair and justiciable compensation you deserve for injuries you or your family have sustained.

Our Oakville car accident lawyers have over 90 years of experience handling catastrophic injury, trauma and other personal injury claims. Get in touch with our team to discuss the options you or your loved ones have to seek compensation for injury suffered due to a car accident.

Delays in Your Claim Can Let a Cannabis-Impaired Driver Off the Hook

 

According to statistics made available by the Canadian government, of the drivers who die in vehicle crashes, 40% test positive for drugs and more than the 33% test positive for alcohol. Whereas impaired driving is a malaise, it notes, driving high is one that is growing.

What the law looks for – Impared Driving

Cannabis is composed of several chemical compounds, called cannabinoids. Of these, the most relevant for testing drug-impaired driving is delta-9-tetrahydrocannabinol, THC as it is better known. THC is the psychoactive component of cannabis, responsible for the ‘high’ and is, therefore, of most interest to law and order authorities.

Police stopping drivers by the roadside to test for cannabis-impaired driving will measure the THC concentration in blood, after making an on-the-spot judgment if the driver may have been driving high. A driver testing positive for between 2 and 5 nanograms of THC per millilitre of blood will invite a fine of up to $1000 under the new summary offence. Anything over 5ng/ml and the offence falls in the same category of drug-impaired driving as cocaine, LSD and methamphetamine, under the new hybrid offenses scheme. The scale shows the lack of tolerance towards drug-impaired driving.

The Canadian Center on Substance Abuse states unequivocally, “research evidence leaves little doubt that psychoactive prescription drugs can adversely affect cognitive and motor functions involved in the operation of a motor vehicle.”

Limitations of Roadside Drug Testing

Nevertheless, car accidents and personal injury caused due to impaired driving are set to bring additional challenges for claims and lawsuits. CTV News reports on the ‘Dräger Drug Test 5000’, a roadside saliva test which checks for the presence of THC (marijuana), opiates, cocaine and much more besides. A potential drawback: saliva “tested positive for THC even though it had been 10 hours” since smoking marijuana.

Mobile testing methods, particularly those carried by the police for testing roadside if drivers have been driving high, have some way to go before they become incontestable. This is reflected best in the fragmentation and lack of consensus between police forces around Canada about which tests they will use. The Globe and Mail reveals, as late as August 2018, just a few months before recreational use of marijuana was allowed:

Ottawa approved the Draeger DrugTest 5000, a device that allows officers to test driver’s saliva for THC, the main psychoactive ingredient in cannabis. Right now, it’s the only approved device. But police in Vancouver, Calgary, Toronto, Montreal and Halifax – along with the provincial force in Quebec – say they haven’t purchased the device.

There is a potential for drivers and road users at fault for accidents will be able to mitigate their liability by claiming improper results in police tests – potentially stultifying settlement talks or lengthening trials.

If you or someone you know has been injured or suffered loss of property due to the actions of a drug-impaired driver, get in touch with the Will Davidson LLP team of lawyers immediately. Marijuana and other accidents caused due to drug-impairment require rapid intervention to ensure that the party at fault is not able to scuttle a claim by delaying collection of material evidence.

Back-to-school road safety tips

The first weeks of September are a nervous, exciting period for Ontario’s kids, parents, and even personal injury lawyers. School’s return means tens of thousands of children have resumed their morning and afternoon commutes, greatly increasing the number of vulnerable road users on the province’s streets. As such, the beginning of the month is an excellent time for parents to review basic road safety principles with their children and for civilian drivers to brush up on important traffic rules. Reacquainting yourself with relevant laws and regulations can mean the difference between a safe commute and a serious personal injury.

Tips for Parents

In urban settings, many parents encourage their children to walk to school. Walking to and from class has myriad benefits for young people, but parents must first be sure that their children are ready for the responsibility. Most personal injury lawyers recommend walking with your child several times to ensure they are comfortable, confident, and cognizant of any dangers. Parents should also ensure that high-traffic intersections are identified and, if possible, avoided.

If your child isn’t ready to walk to school, you may need to drop them off and pick them up. School zones are often chaotic, so it is imperative that parents slow down, obey traffic rules, avoid stopping in no-parking zones, and keep crosswalks clear of traffic.

Tips for Kids

If your child does walk to school, encourage them to travel with a friend until they are fully comfortable with the route. If they choose to bike, they must wear a helmet: in Ontario, it is illegal for individuals under the age of 18 to ride without one. Wearing a helmet can save your child’s life if they’re involved in a bicycle accident.

Once they’ve arrived at school, children should remain vigilant in parking lots and school zones. Everyone can understand the excitement of seeing friends and favourite teachers again, but darting across the road for a reunion could be life-threatening. Encourage your kids to look both ways and cross only at designated crosswalks.

Tips for Drivers

Back-to-school also impacts everyday commuters who may have grown accustomed to kid-free roads. If your drive passes through school zones, make sure to give yourself extra time during the first couple weeks of the month. Reduce your speed, avoid distractions, and exercise extreme caution around school busses.

Contact Will Davidson LLP

If you or a member of your family is injured in a car accident this fall, contact Will Davidson LLP to speak with our team of experienced personal injury lawyers. We can help you plan your recovery and access compensation for your injuries.

 

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Toronto activists submit road safety recommendations to City Council

Advocates and car accident lawyers are fed up with the state of road safety in Canada’s largest city. In June, a coalition of concerned citizens submitted a report to City Hall containing 15 recommendations to mitigate traffic fatalities in Toronto. The decision to publish the unsolicited report, titled #BuildTheVisionTO, followed a particularly violent period on the city’s streets.

“For too long, our streets in Toronto have been measured using one priority: the movement of cars,” said Amanda O’Rourke, the executive director of 8 80 Cities, one of the groups that contributed to the report. “We must break free of this thinking. Our streets belong to all of us. They should be safe and active places that improve our quality of life, not where lives are taken away.”

As 2018 devolves into another year of elevated cyclist and pedestrian fatalities, the coalition hopes road safety will become a major point of concern in October’s municipal election. It’s recommendations range from “proposals to accelerate policies council has already approved to more controversial ideas like banning right turns on red lights and lowering the default speed limit for arterial and collector roads from 50 km/h to 40 km/h,” the Toronto Star reported.

The latter recommendations may be controversial, but they’re not unprecedented – both are supported by car accident lawyers and backed up by evidence-based arguments. Montreal and New York City each improved road safety by banning right-hand turns on red lights, and in 2012 a report from Toronto Public Health found that pedestrians struck by vehicles moving 30 km/h or slower had an excellent 95 per cent survival rate.

Other recommendations include streamlining the process to install traffic calming measures around the city; building sidewalks as part of routine upgrades on all streets; establishing a larger network of safe bike routes; and matching New York’s per capita Vision Zero funding.

“I think we have to be careful to make these decisions within the context of what is going to be most effective to keep people safe,” Mayor John Tory told reporters after #BuildTheVisionTO’s release. “I would rule nothing out from that entire list.”

The #BuildTheVisionTO coalition, which includes Walk Toronto, Friends and Families for Safe Streets, Cycle Toronto, and the Toronto Centre for Active Transportation in addition to 8 80 Cities, has identified issues with which car accident lawyers in Toronto have become grimly familiar. Their proposed solutions are also familiar, having delivered positive results in cities around the world. However, without the City of Toronto’s vocal and – more importantly – financial support, they aren’t likely to be effective.

If you or a loved one has been injured in a motor vehicle collision in Toronto, contact Will Davidson LLP today to speak with our team of knowledgeable car accident lawyers. We can help you understand your legal options and guide you on your path to recovery.

Court of Appeal decisions clarify prejudgment interest rate rules

In 2014, the Ontario Government passed Bill 15, the Fighting Fraud and Reducing Automobile Insurance Rates Act, an amendment to the Insurance Act that came into effect the following year. One of the measures contained in the act reduced the default prejudgment interest rate for pain and suffering damages awarded in automotive injury lawsuits from five per cent to the bank rate at the time the proceeding started. The change sparked debate among defendant and plaintiff side car accident lawyers.

Confusion centred on the question of whether the interest rate reduction could be applied retroactively or whether it was intended for new lawsuits only. This September, the Ontario Court of Appeal’s decisions on El-Khodr v. Lackle and Cobb v. Long Estate – heard simultaneously – clarified Bill 15’s intention in this matter.

“The Ontario Court of Appeal has clarified that 2015 amendments to the Insurance Act could apply to actions that were brought forward before changes came into force,” wrote Law Times’ Alex Robinson in an October 2 article.

Defence lawyers were pleased by the ruling. One lawyer who represented the defense in El-Khodr told Robinson that “this decision will now discourage plaintiffs’ counsel from delaying the commencement of actions and will accelerate the litigation process, all to the benefit of the injured plaintiff.”

Plaintiff side car accident lawyers are less pleased with the decision, in particular because it discourages victims from settling their accident benefits claims prior to resolving civil actions.

“I think it really is making practicing lawyers in this field take a hard look at their cases before they know they can take on a case anymore in these motor vehicle crash cases,” one plaintiff lawyer in Cobb told Robinson.

“If you apply [the prejudgment insurance rate] retroactively, then, effectively, the reduction in premiums is coming at the expense of accident victims that were injured in motor vehicle accidents that occurred entirely prior to the date of the amendment,” added a plaintiff lawyer in El-Khodr. “So that’s a little disappointing.”

While the Court of Appeal’s decision has left car accident lawyers frustrated, the fight for accident victims’ rights may not be over: Robinson writes that the plaintiffs in both El-Khodr and Cobb are considering an appeal to the Supreme Court of Canada.

If you or someone you love has been injured in an automobile accident, consider contacting the experienced personal injury lawyers at Will Davidson LLP’s Oakville offices. Our team has years of experience helping Ontarians access compensation for their injuries.

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