Canadians' Attitudes Toward Trucking Safety on Highways

This Executive Summary Report highlights the results of a poll conducted for Canadians for Responsible and Safe Highways (CRASH), to determine Canadians' attitudes toward trucking safety on highways. A total of 1,516 interviews were conducted by telephone, between September 20 and September 29, 1996, among a representative cross-section of Canadian adults, 18 years of age or older. Results were weighted by age and gender to accurately reflect the Canadian population. The results of a survey this size are said to be accurate to within ±2.5%, 19 times out of 20. Please note that the margin of error will be larger within regions and for other sub-groupings of the population.

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This Executive Summary Report highlights the results of a National Angus Reid Poll conducted for Canadians for Responsible and Safe Highways (CRASH), to determine Canadians' attitudes toward trucking safety on highways. A total of 1,516 interviews were conducted by telephone, between September 20 and September 29, 1996, among a representative cross-section of Canadian adults, 18 years of age or older. Results were weighted by age and gender to accurately reflect the Canadian population.

The results of a survey this size are said to be accurate to within ±2.5%, 19 times out of 20. Please note that the margin of error will be larger within regions and for other sub-groupings of the population.

Any questions regarding the methodology used to carry out this survey or this Executive Summary Report can be directed to Darrell Bricker, Senior Vice-President in the Angus Reid Group's Ottawa office at (613) 241-5802 or John Wright, Senior Vice-President in the Group's Toronto office at (416) 324-2900.

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DETAILED FINDINGS

General Views About Canadian Road and Highway Safety

When Canadians were asked, "In general, how would you rate Canada's roads and highways in terms of safety -- do you think Canada's roads and highways are becoming more safe or less safe?", half (49%) perceived a reduction in safety. A large minority of respondents (38%) felt that roads and highways are becoming more safe, while another 11% perceived no change in safety levels.

Views on road and highway safety differed notably between regions of the country. In British Columbia, Quebec, and the Atlantic provinces, residents held divided views about the safety of Canadian highways, with essentially equal proportions saying that safety had improved as saying that it had worsened. In Alberta, however, a greater proportion of residents perceived that Canadian road and highway safety is becoming more safe (49%), than felt it is becoming less safe (36%). In contrast, residents of Ontario and Saskatchewan/Manitoba were more likely than not to give Canadian roadways a negative rating. More than half of Ontarians (55%) and residents of Saskatchewan/Manitoba (57%) said that Canada's roads and highways are becoming less safe, while 31% and 34% of Canadians from these two regions respectively felt that safety on our country's roadways is improving.

On a demographic basis, women were more likely to believe that Canadian roadways are becoming less safe (52%) than to believe that they are becoming more safe (35%). Compared to younger Canadians, those over the age of 55 were less likely (33%) to perceive an improvement in road and highway safety.

Volume of Tractor-trailer Trucks on Canadian Roads and Highways

A large majority of Canadians (81%) perceived that the number of tractor-trailer trucks operating on Canadian roads and highways over the past 5 years has increased. Some felt that numbers had remained about the same (15%), but very few thought there had been any decrease (2%).

Large majorities of residents from all regions felt that tractor-trailer volume has increased in the past 5 years (ranging from 77% of Albertans to 87% of Atlantic residents). Results also varied somewhat based on the demographic variables of age, gender, and education. Those more likely to have perceived an increase in the number of tractor-trailer trucks operating on Canadian roads and highways included men (84%, compared to 78% of women), older respondents (ranging from 72% of those 18-34 to 91% of those 55 years of age or older), and Canadians with less education (ranging from 76% of university graduates to 86% of those without high school diplomas).

Perceived Effect of Increased Tractor-trailer Truck Volume on the Safety of Canadian Roads and Highways

Respondents were informed that, "In actual fact, the number of tractor-trailer trucks operating on Canadian roads has increased over the past 5 years", and then asked, "In your view, has this upward trend in the number of tractor-trailer trucks made travel on Canadian roads and highways more safe or more dangerous?" Given this information, four out of five respondents (80%) felt that travel on Canadian roads and highways has become more dangerous as a result of the upward trend in the number of tractor-trailer trucks. Thirteen percent of respondents nationally held the view that this had produced no change in the safety of Canadian roads and highways, while 6% felt that roads were more safe as a result.

On a regional level, though a majority of Albertans (61%) felt that the upward trend in the number of tractor-trailer trucks has made Canadian roads and highways more dangerous, this was far less than the national average. Of all regions, Albertans were most likely to feel that the increase in the number of tractor-trailer trucks had produced no change in the safety of Canadian roads and highways. Women were slightly more likely than men (83%, compared to 76%) to believe that this upward trend has made travel more dangerous.

Public Views on Longer Trailer Combinations

Twin 48-foot Combinations

Most Canadians (69%) strongly opposed allowing single tractors to pull a second 48-foot trailer behind the one trailer they are currently permitted to pull. Together with the 17% of respondents who "somewhat" opposed this idea, 87% of Canadians overall were opposed.

Albertans, though solidly opposed to allowing twin 48-foot trailer combinations (57% "strongly opposed", and 22% "somewhat opposed"), were comparatively less likely to oppose this idea.

All demographic sub-groups were firmly opposed.

All respondents who offered an opinion, that is voiced either opposition or support for allowing twin 48-foot trailer combinations, were asked the follow-up question, "If I told you that Quebec and the prairie provinces already permit limited operation of these two 48-foot combinations on certain main roads, would you now say that you favour or oppose this type of truck?" There was little change in the levels of support or opposition to this type of truck. Eighty-three percent of these respondents were still opposed (62% strongly, 21% somewhat). In Quebec and two of the prairie provinces (Saskatchewan and Manitoba), the percentage of residents who favoured allowing this type of truck rose more so than in other provinces (up from 13% to 22% in Quebec and up from 16% to 24% in Saskatchewan/Manitoba).

Triple 28-foot Combinations

Canadians across all regions were even more solidly opposed to allowing single tractors to pull three 28-foot trailers than they were to the twin 48-foot combination trucks. When asked, "The typical double tractor-trailer on the road now has two 28-foot trailers behind a single tractor. Would you favour or oppose allowing single tractors to pull a third 28-foot trailer behind the first two trailers to create a triple-trailer combination vehicle?", 94% of the population opposed (80% strongly, 14% somewhat).

All respondents who offered an opinion, that said that they favoured or opposed allowing triple 28-foot trailer combinations, were asked the follow-up question, "If I told you that Quebec and the prairie provinces already permit limited operation of these triple-trailer combination vehicles on certain main roads, would you now say that you favour or oppose this type of truck?" Opposition remained extremely high, at 93% nationally. All regional and demographic sub-groups were heartily opposed.

Arguments For and Against Longer Combination Trucks

Canadians were provided with one argument favouring the use of longer combination trucks, and one opposing their use, before being asked what action they would like to se governments take with respect to allowable truck lengths. The specific question asked was, "Those who favour longer combination trucks -- that is, trucks with either two 48-foot trailers or three 28-foot trailers -- say they increase productivity and lower consumer prices. Those who oppose longer combination trucks say they cause more road damage and are less safe. When you consider these arguments, would you prefer to see our governments change the laws to allow trucks to be longer, change the laws to require trucks to be shorter, or keep the laws on truck lengths as they are?" Based on these arguments, most Canadians (54%) would like to see governments keep the laws on truck lengths as they are now. A sizable minority (38%) would like to see governments change the laws to require trucks to be shorter, while only 5% would like longer trucks allowed.

On a regional level, larger than average majorities of British Columbians (61%), Ontarians (63%), and Atlantic residents (61%) would like to see truck lengths stay the same as they are now. In other regions of the country, views were more mixed, with the proportions of respondents calling for a shortening of truck lengths more equal to the percentages in favour of keeping truck lengths as they are.

The most notable difference in the opinions of Canadians by demographic group, was that women (46%) were more likely than men (30%) to prefer that governments change laws to require shorter truck lengths.

Agreement with Statements About the Impact of Longer Trucks

Respondents were read a number of statements about the possible impact of allowing longer trucks on Canadian roads, and asked whether or not they agreed with each.

Canadians agreed overwhelmingly (89%) that, "Sharing the road with longer trucks will make driving harder for motorists". In fact, 72% of those surveyed agreed "strongly" with this statement. High proportions of agreement were measured in all regions of the country, and all demographic sub-groups.

A large majority of Canadians (87%) also voiced their concern that, "Today's truck drivers will have more difficulty in safely handling longer trucks". Again, strong agreement with this statement (65%) was very high. Results did not vary significantly by region or demographic sub-group.

Opinions were divided about whether or not, "Longer trucks will lower freight transportation costs and cut prices to consumers". Half of respondents (49%) agreed with this expectation, while half (46%) disagreed. Those disproportionately more likely to agree with the statement included younger, more educated, more affluent Canadians, as well as men.

Most of those surveyed (58%) disagreed that, "Allowing longer trucks will reduce the number of trucks on the road". A large minority, however, agreed (38%). Prairie residents (51% of Saskatchewan/Manitoba and 45% of Albertans), and younger Canadians (49% of those 18 to 34 years old) were more likely than others to agree that longer trucks would effect a reduction in volume.

Maximum Weight Restrictions for Trucks in Canada and the United States

Respondents were first informed of the difference between the maximum hauling weights permitted in Canada compared to the U.S., pointing out that the Canadian maximum is currently about 130,000 pounds, while the American maximum is 80,000 pounds. When presented with the suggestion that the two countries standardize their maximum allowable hauling weight, most respondents (55%) would prefer to see the policies of the two countries conform to the present American maximum of 80,000 pounds. A fair-sized minority (29%) would like policies to allow each country to keep its own weight limit, while 13% would prefer standardizing the maximum hauling weights at 130,000 pounds in both countries.

Those most in favour of using the 80,000 pound weight limit included Quebecers (72%) and Canadians 55 years of age or older (64%).

Agreement with Statements About the Impact of Heavier Trucks

Respondents were read four statements about the impact of allowing heavier trucks on Canadian roads and highways, and asked whether or not they agreed with each.

One statement was, "The heavier trucks allowed in Canada cause more road and bridge damage". An overwhelming majority of respondents (92%) agreed with this statement, with 69% agreeing "strongly". Agreement levels were very high across all regions and demographic sub-groups.

Another statement read to respondents was, "The heavier trucks allowed in Canada are less safe". Just under three-quarters of those surveyed agreed, with the highest percentage of agreement registering in Quebec (85%).

Canadians held divided opinions about whether or not, "The heavier trucks allowed in Canada lower freight costs and cut prices to consumers". Fifty-one percent of respondents agreed with this notion, while 45% disagreed. Those disproportionately more likely to agree that heavier trucks lower freight costs and cut prices to consumers included Albertans (60%), younger Canadians (61% of those 18 to 34 years old) more educated Canadians (56% of university graduates), and men (56%, compared to 46% of women).

Somewhat fewer Canadians agreed (40%) than disagreed (57%) that, "Allowing heavier trucks will reduce the number of trucks on the road". Residents of Saskatchewan/Manitoba (51%) and younger respondents (48% of those 18 to 34 years old) were more likely than other respondents to agree with this statement.

Preferred Government Action

Respondents were informed that, "In recent Canadian safety checks, up to 40% of tractor-trailer trucks have been found to have mechanical deficiencies serious enough that they should be taken off the road", and then asked, "In order to improve the mechanical condition of trucks on Canadians roads, which of the two following actions would you prefer to see happen?" Two choices were then presented to those surveyed. More than three-quarters (78%) preferred that, "The government would adopt regulations requiring the trucking industry to improve its truck maintenance standards and practices". This option was most preferred in British Columbia (82%) and Quebec (84%). About one out of five respondents (21%) preferred that, "The trucking industry would voluntarily ensure that its member companies improve their truck maintenance standards and practices".

Preferred Limit on Consecutive Hours of Driving Time

Respondents were asked whether they would favour or oppose reducing the number of consecutive hours Canadian truck drivers are allowed drive from the present level of 13 hours to the American level of 10 hours. A majority (69%) strongly favoured this reduction, and another 17% somewhat favoured it. Women (91%), Canadians 55 years of age and older (94%), and Quebecers (92%) were especially in favour of reducing the number of consecutive hours Canadian truck drivers may drive.

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For further information, contact:

Angus Reid
Chairman & CEO
Angus Reid Group
(604) 257-3200

Darrell Richards
Director
Research and Information
Canadians for Responsible
and Safe Highways (CRASH)

John Wright
Senior Vice-President
Angus Reid Group
(416) 324-2900