<\/div>\n
Abstract:<\/h2>\nContext:<\/h3>\n
Road crashes involving young people are recognized as being a major health and safety problem in Canada and internationally, with most of the related casualties occurring when the young people are drivers or passengers. Significant improvements in teen driver safety due to graduated driver licensing and driver education programs have been made but have stalled, creating a challenge to develop new initiatives to reduce avoidable harm (TIRF 2008).<\/p>\n
Recent U.S. reports have identified concerns with the number of speeding-related teen fatality collisions (GHSA 2021) and with the upward trend in motor vehicle fatalities on the less-crowded than normal roadways due to the COVID-19 pandemic (NHTSA 2020). Canadian consumption of motor gasoline in June \u2013 November 2020 was down ten to fifteen percent over the same period in 2019 (StatsCan 2021), indicating that Canadian roadways were also less congested due to COVID-10. An upward trend in speeding-related teen fatality collisions may be underway in Canada.<\/p>\n
The LEA*DRS Program (the \u201cProgram\u201d) applies a timely and quantitative performance feedback technique, a tool that is widely used in organized sport and in workplace safety due to its demonstrated effectiveness in focusing the efforts of individuals on meeting and exceeding group goals, to the challenge of improving teen driver safety.<\/p>\n
Objectives:<\/h3>\n
The objective is to introduce and operate a scoreboard system for providing non-jurisdiction-based, peer groups of young drivers with timely, quantitative, and comparable results about their avoidable regional collisions.<\/p>\n
Target Group:<\/h3>\n
The Program is targeted at four groups of young male and female drivers who are age 16 through 19 and whose first three characters in the postal code address section on their driver\u2019s licence is T4N, T4P, T4R or T4S.<\/p>\n
Activity(ies):<\/h3>\n
Several years ago, Safer Vehicle Use Limited (SVUL) personnel questioned a Royal Canadian Mounted Police (RCMP) officer attending a collision at a signalized intersection on an arterial roadway near two large senior high schools. It seemed odd to learn from the officer that the nature of such collisions was not shared through school resource officers with the students nor with the local driving schools.<\/p>\n
Later that year, SVUL received confirmation that Alberta legislation provided access to non-identifying information on Alberta Collision Reports. SVUL used that ruling to obtain copies of nearly six hundred handwritten reports of casualty collisions that occurred from January 2010 through October 2013 within the service area of the Red Deer City Detachment of the RCMP.<\/p>\n
The collision report data showed that the various age and gender groups of drivers had similar patterns of collision-causing errors. The groups differed, not so much in what they did wrong, but in how often their common erroneous actions resulted in casualty collisions. Information in published research reports is consistent with this finding (Shope 2008, Mitchell 2015). In addition, inspection of annual Alberta and Ontario provincial government reports indicate that collision involvement patterns for age and gender groups are similar within and between the two provinces. It appears that young drivers, like young workers, may not be innately unsafe but that they observe, adopt, adapt and apply the shortcuts of others, not realizing how often those aberrant actions may result in undesirable outcomes. The Program recognizes that, like COVID-19, actions that reduce incorporation of unintentionally communicated harmful agents may be the route to a safer society.<\/p>\n
Questions arose from analysis of the collision report data. Would drivers respond positively to a non-punitive program for improving traffic safety through the sharing of timely peer group collision information? Will informing about collisions lead to them going down? The reception of British Columbia municipalities to the Zero Crash Challenge in 2006 indicated that a non-punitive, informative and comparative program to reduce collisions can be well received.<\/p>\n
Note: the required collision data access process was well-established several years ago. However, COVID-19 has delayed receipt of the data sets for July-September and October-December 2020. Once safe office work has resumed and the data backlog has been cleared, the Program will resume and the verb tense in the next paragraph will change from future to present.<\/p>\n
The Program will provide quarterly updates in a scoreboard format to groups of male and female drivers, age 16 to 19. Scoreboard entries will include the attributed collision rate per one thousand drivers on an annual basis for each of the four groups and for their two age subgroup pairs. The scoreboard will also include the breakdown of attributed collisions by category for the combined four groups and an estimate of the annual per capita direct cost of attributed collisions by all members. (Each of the thirty-two subgroups has at least 30 persons to ensure that individual, subgroup and group results are non-identifying.)<\/p>\n
The regional collision data collection area is common for all four groups, surrounds their residence areas and is a mix of urban and rural municipalities. The boundaries of the region do not coincide with those of any given municipality. The data collected, and the process for obtaining the data, comply with provincial and federal laws.<\/p>\n
Deliverables:<\/h3>\n
Program details, such as the legislative pathway, sources of information, sample group and Scoreboard calculations, and an illustrative Scoreboard, are provided.<\/p>\n
Target drivers will assimilate the Scoreboard information and adjust their driving accordingly.<\/p>\n
The Program can grow and evolve in several ways: the number of groups and the collision data collection region for a given Scoreboard can increase, as can group ages, age categories, and Scoreboard entries. In addition, duplicates of the Program could now operate elsewhere in Alberta, likely as well in regions in the Maritime Provinces and the Territories. Once local police services or provincial insurance corporations have assumed responsibility for providing the regional collision data, operation anywhere in Canada by high school students and police services could proceed.<\/p>\n
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