Risky driver behaviours at school drop-off time and active school transportation in children across Canadian urban/suburban areas
Author(s): Rothman, Ling, Desrosiers-Gaudette, Hubka, Howard, Fuselli, Cloutier, Winters, Hagel, Macpherson
Slidedeck Presentation Only:
Abstract:
Background/Context: There has been a decline in physical activity levels in Canadian children. Fewer children are using active transportation to arrive to school, such as walking/biking, which is an important source of physical activity. Traffic injury is a main safety concern influencing parent's decisions on school travel modes. Few studies have examined the relationship between risky driver behaviours and active school transportation. This study presents preliminary findings from the Child Active Transportation Safety in the Environment (CHASE) study.
Aims/Objectives: To examine the association between the proportion of elementary school students travelling to school using active school transportation (AST: walking, cycling, scootering etc.) and risky driver behaviours observed at school drop-off time in cities and suburban areas across Canada.
Methods/Targets: Public elementary schools were randomly selected for observational data collection in Toronto (n = 76), Peel Region (Brampton and Mississauga, 71), Montreal (60), Laval (12), Calgary (125), and Vancouver (67). Trained observers counted the number of students arriving to school using active transportation, and the proportion of AST was calculated from the total children observed arriving to school, excluding students transported by school bus. Observers completed a checklist for 9 risky driver behaviours and the prevalence of risky driver behaviour observed was calculated for each school. Models on the overall relationship between risky driving behaviours and the proportions using AST controlling for city and individual models stratified by city will be conducted.
Results/Activities: Overall, the most common risky behaviours observed were drivers dropping children off at the opposite side of the road from the school (81%), followed by drivers waiting and blocking the vision of pedestrians and other motorists (76%), u-turns or three-point turns (68%), and double parking (60%). These were also the 4 most frequently observed behaviours across cities (although with varied order), with the inclusion of not adequately following traffic controls in Calgary only. The mean proportion of AST was 65% in Toronto, 62% in Vancouver, 70% in Montreal, 54% in Peel, 44% in Calgary, and 36% in Laval.
Discussion/Deliverables: Based on preliminary analyses, risky driver behaviours were very prevalent around schools during morning drop-off times in all cities/suburban areas. Proportions of AST varied substantially by city. It is unknown how differences in the built environment between locations contribute to the relationship between risky driver behaviours and AST. Risky driver behaviour around schools during drop-off times may influence the choice of school travel mode.
Conclusions: Further analysis will be conducted to evaluate the relationship between risky driving and AST and will control for built environment features around schools across Canadian cities/urban areas.