Selective Traffic Enforcement Programs (STEP)

High-risk driving behaviour contributes to a substantial number of fatal traffic collisions each year. From 2008 to 2010, speeding, non-use of seat belts, and drinking drivers were cited as contributing factors for 25.6%, 25.6%, and 33.2%, respectively, of all traffic-related deaths in Canada (Transport Canada, 2013, Traffic Injury Research Foundation, 2013).

Selective enforcement is that part of a traffic safety program which involves the planning, directing, implementing and evaluation of traffic law enforcement activity with the ultimate goal of reducing collisions by systematically improving the manner in which available police manpower and equipment resources are used.

Selective traffic enforcement programs (STEPs) usually involve intense enforcement of targeted traffic offences such as speeding, non-use of seat belts, or drinking driving combined with high levels of publicity about the program generated through mass media. An increase in the level of enforcement usually leads to in an increase in the perceived risk of apprehension and ultimately increased compliance with traffic laws.

Jones et al. (1995) conducted a study to determine if combined speed, alcohol, and seat belt enforcement strategies, coupled with intense public education programs could reduce the frequency of speeding, drinking driving, and non-use of seat belts. The programs were carried out at three test sites over a period of about one year. The site where enforcement that targeted speeding, non-use of seat belts, and drinking driving was increased, and combined with an increase in public information and education experienced a reduction in crashes involving drinking driving (10% reduction in alcohol-related proxies) and speeding (a 12% reduction in the number of vehicles exceeding the speed limit by at least 5 mph and a 17% decrease in the number of crashes involving minor injuries), but experienced no change in the number of crashes involving unrestrained motorists. A second site that conducted high-visibility enforcement that targeted drinking driving only had a positive effect on the number of crashes involving drinking driving (a 20% reduction in proxies of alcohol-related crashes). The third site, where the enforcement levels did not change, experienced no change in collisions involving the three areas targeted. The authors of the report concluded that the results of the study were encouraging but inconclusive in terms of the traffic safety impact of combined enforcement of driving while impaired, speeding and seat belt usage laws.

Hingson et al. (1996) conducted a comprehensive study to assess the effectiveness of a community program, called Saving Lives, that used integrated enforcement methods (drinking driving, non-use of seat belts, and speeding) and involved the organization of department officials and private citizens from six cities in Massachusetts to reduce alcohol-impaired driving, and traffic deaths and injuries. The results of the Saving Lives initiative showed that during the five years following its introduction, fatal crashes decreased by 25%, and alcohol-related fatal crashes decreased by 42%. Visible injuries per 100 crashes decreased by 5%, and the proportion of vehicles observed speeding and teenagers who drove after drinking were halved.

Jonah et al. (1985) evaluated the effectiveness of selected traffic enforcement programs on seat belt use and on driver casualty in Ottawa, Ontario. Six seat belt use surveys were conducted and three STEP programs implemented during a one year period in the Ottawa area and in a control community. The authors determined that seat belt use was significantly above the baseline average two years after the initial STEP was conducted, and that three subsequent STEPs contributed to an increase in seat belt use from 66% to 84%. Driver casualties decreased by 14% in the Ottawa area following the implementation of the STEPs.

A pilot project that aimed to educate the motoring public about dangerous driving behaviours around moving commercial motor vehicles was implemented in Washington State in 2005. The 18 month program used education, enforcement, media, and evaluation to reduce fatalities and injuries resulting from cutting off-, tailgating-, and speeding around large commercial trucks (Nerup et al., 2006). Intervention and comparison sites were selected and five waves of driving behaviour (one pre- and four post-) were monitored for changes in driving behaviour following the implementation of interventions. The results of the study showed a 23% reduction in the number of violations at the intervention sites. The authors noted that post intervention data collection occurred shortly after the end of the interventions, and therefore definitive information on positive effects of the interventions was not available for the long term.

 The government of Saskatchewan cited the benefits of STEP programs carried out in the province for many years. Through the efforts of STEP, seat belt usage increased from 59% in 1986 to 90% in 2000. STEP programs continue to be used in rural areas of the province where seat belt use is lower than the provincial average. STEPs that have been carried out in the province over the past twenty years have been cited as a contributing factor in reducing the percentage of fatal crashes involving alcohol from the 35-50% range to 28.5% (Government of Saskatchewan, 2013).

Scope of the Problem

• Transport Canada (2013). National Traffic Collision Database. Retrieved from http://wwwapps2.tc.gc.ca/Saf-Sec-Sur/7/NCDB-BNDC/p.aspx?l=en&c=100-1-0.
• Traffic Injury Research Foundation (2013). Alcohol Crash Problem in Canada: 2010. Prepared for Canadian Council of Motor Transport Administrators and Transport Canada. Retrieved from http://ccmta.ca/images/publications/pdf//alcohol_crash10_e.pdf.

Evidence

• Jones, R. K., Joksch, H. C., Lacey, J. H., Wiliszowski, C., & Marchetti, L. (1995). Summary Report: Field Test of Combined Speed, Alcohol, and Safety Belt Strategies. (Report No. DOT HS808 242). Washington, DC: National Highway Traffic Safety Administration. Retrieved from http://ntl.bts.gov/lib/25000/25900/25919/DOT-HS-808-242.pdf.
• Hingson, R., McGovern, T., Howland, J., Heeren, T., Winter, M., & Zakocs, R. (1996). Reducing alcohol-impaired driving in Massachusetts: the Savings Lives Program. American Journal of Public Health, 86, 791-797. Retrieved from http://www.ncbi.nlm.nih.gov/pmc/articles/PMC1380396/pdf/amjph00517-0029.pdf.
• Jonah, B.A., & Grant, B.A. (1985). Long-Term Effectiveness of Selective Traffic Enforcement Programs for Increasing Seat Belt Use. Journal of Applied Psychology, Vol. 70, No. 2, 257-263. Retrieved from http://www.inspectieloket.nl/Images/21%20Long-term%20effectiveness%20of%20selective%20traffic%20enforcement_tcm296-282205.pdf.
• Nerup, P., Salzberg, P., VanDyk, J., Porter, L., Blomberg, R., Thomas, D., & Cosgrove, L. (2006). Ticketing Aggressive Cars and Trucks in Washington State: High-Visibility Enforcement Applied to Share the Road Safely, Technical Summary. Department of Transportation National Highway Transportation Safety Administration, Washington, D.C. Retrieved from http://www.nhtsa.gov/people/injury/aggressive/tact/pages/techsummary.htm
• Government of Saskatchewan (2013). Selective Traffic Enforcement Program. Retrieved from http://www.highways.gov.sk.ca/step/.