Inspector of Police identified as chief “ speedster “ with 61 tickets-Traffic Chief

May 06 2026

The Government’s much-touted “safe road initiative,” launched in April 2025, is now being framed as a success story—backed by over 51,000 e-tickets, more than $205 million in fines, and over 2,000 speeding prosecutions. But beneath the statistics lies a troubling reality that raises questions about enforcement culture, accountability, and whether this system is correcting behaviour or merely monetising it.

Traffic Chief Assistant Commissioner Mahendra Singh’s own disclosures reveal a startling contradiction within the law enforcement apparatus. 𝘛𝘩𝘦 𝘴𝘰-𝘤𝘢𝘭𝘭𝘦𝘥 “𝘤𝘩𝘪𝘦𝘧 𝘴𝘱𝘦𝘦𝘥𝘴𝘵𝘦𝘳” 𝘪𝘴 𝘯𝘰𝘵 𝘢𝘯 𝘰𝘳𝘥𝘪𝘯𝘢𝘳𝘺 𝘤𝘪𝘵𝘪𝘻𝘦𝘯, 𝘣𝘶𝘵 𝘢𝘯 𝘐𝘯𝘴𝘱𝘦𝘤𝘵𝘰𝘳 𝘰𝘧 𝘗𝘰𝘭𝘪𝘤𝘦—𝘤𝘭𝘰𝘤𝘬𝘪𝘯𝘨 𝘢𝘯 𝘢𝘴𝘵𝘰𝘯𝘪𝘴𝘩𝘪𝘯𝘨 61 𝘴𝘱𝘦𝘦𝘥𝘪𝘯𝘨 𝘵𝘪𝘤𝘬𝘦𝘵𝘴. 𝘌𝘷𝘦𝘯 𝘮𝘰𝘳𝘦 𝘢𝘭𝘢𝘳𝘮𝘪𝘯𝘨 𝘪𝘴 𝘵𝘩𝘦 𝘤𝘢𝘴𝘦 𝘰𝘧 𝘢 𝘥𝘳𝘪𝘷𝘦𝘳 𝘧𝘭𝘢𝘨𝘨𝘦𝘥 13 𝘵𝘪𝘮𝘦𝘴 𝘧𝘰𝘳 𝘥𝘢𝘯𝘨𝘦𝘳𝘰𝘶𝘴 𝘥𝘳𝘪𝘷𝘪𝘯𝘨, 𝘢𝘭𝘳𝘦𝘢𝘥𝘺 𝘣𝘦𝘧𝘰𝘳𝘦 𝘵𝘩𝘦 𝘤𝘰𝘶𝘳𝘵𝘴 𝘧𝘰𝘳 𝘮𝘶𝘭𝘵𝘪𝘱𝘭𝘦 𝘰𝘧𝘧𝘦𝘯𝘤𝘦𝘴 𝘢𝘯𝘥 𝘺𝘦𝘵 𝘴𝘦𝘦𝘮𝘪𝘯𝘨𝘭𝘺 𝘢𝘭𝘭𝘰𝘸𝘦𝘥 𝘵𝘰 𝘤𝘰𝘯𝘵𝘪𝘯𝘶𝘦 𝘰𝘱𝘦𝘳𝘢𝘵𝘪𝘯𝘨 𝘰𝘯 𝘱𝘶𝘣𝘭𝘪𝘤 𝘳𝘰𝘢𝘥𝘴 𝘭𝘰𝘯𝘨 𝘦𝘯𝘰𝘶𝘨𝘩 𝘵𝘰 𝘢𝘤𝘤𝘶𝘮𝘶𝘭𝘢𝘵𝘦 𝘳𝘦𝘱𝘦𝘢𝘵 𝘷𝘪𝘰𝘭𝘢𝘵𝘪𝘰𝘯𝘴.

This is not just a failure of individual responsibility—it signals systemic weakness. If repeat offenders, including members of the disciplined forces, can rack up dozens of violations before meaningful intervention occurs, then the question must be asked: is the system designed to deter dangerous driving, or simply to document and profit from it?

The data itself is sobering. Over 1,200 dangerous driving cases have been recorded, with weekly court proceedings in Georgetown and Sparendaam. While authorities insist “the system is working,” the persistence of repeat offenders suggests otherwise. Enforcement without timely consequence risks becoming a revolving door, where penalties are absorbed as routine costs rather than meaningful deterrents.

The government has emphasized that the initiative is “technologically driven” and insulated from bias or interference. That may be true in theory. But technology alone cannot compensate for gaps in enforcement policy—particularly when it comes to escalating penalties for habitual offenders or suspending licenses before tragedy strikes.

Yes, there are signs of progress. Authorities point to reductions in serious and fatal accidents along key corridors such as Heroes Highway, the Mandela-to-Eccles link, and sections of the East Coast and Region Three. These gains are important and should not be dismissed. However, they must be weighed against the deeper issue of whether the system is truly changing driver behaviour or merely increasing state revenue.

More than half of all tickets issued—over 52 percent—have been paid, contributing to a growing pool of fine revenue. But the public deserves clarity: how much of this $205 million is being reinvested into road safety infrastructure, driver education, and enforcement capacity? Without transparency, the initiative risks being perceived less as a safety measure and more as a financial pipeline.

The emergence of police officers among the worst offenders also raises serious concerns about internal accountability. If those entrusted with enforcing the law are themselves habitual violators, public confidence in the system will erode rapidly. Disciplinary action must be swift, visible, and uncompromising.

Ultimately, a “safe road initiative” cannot succeed on ticket issuance alone. It requires a balanced framework—one that combines technology with decisive enforcement, institutional accountability, and proactive prevention. Otherwise, Guyana risks normalising a dangerous cycle: detect, fine, repeat.

The numbers may look impressive. But until repeat offenders are decisively removed from the roads—and enforcement is applied without fear or favour—the promise of safer roads will remain only partially fulfilled.