Performance Measure 1.a Percentage of Transportation and Economic Corridors' capital plan allocated to existing or planned economic corridors

Result: 79 per cent in 2024-25.

Comparison to target: The 2024-27 business plan target for 2024-25 was 75 per cent. The result was 4 percentage points above the target. The target was met and exceeded.

Comparison to prior years: The result was 78 per cent in 2023-24 against a target of 75 per cent, and 80 per cent in 2022-23. The 2024-25 result of 79 per cent is 1 percentage point higher than 2023-24 and 1 percentage point lower than 2022-23, indicating a stable allocation well above target.

Factors: This metric measures the share of the ministry's capital plan on economic corridors and supports the movement of oversized and overweight loads. As noted in the 2024-27 business plan, the definition of economic corridor changed from "the National Highway System" to "corridors that have national and provincial economic importance" to reflect priorities on economic corridors. The business plan notes that the 2022-23 last actual of 80 per cent was higher than the 2024-27 targets for this reason. The source documents do not provide a project-level breakdown for 2024-25. The result reflects continued prioritization of existing or planned corridors of national and provincial economic importance within the capital plan.

Performance Measure 1.b Percentage of commercial truck driver job vacancies in relation to the total number of licensed commercial truck drivers

Result: 0.90 per cent in 2024-25.

Comparison to target: The 2024-27 business plan target for 2024-25 was 1.67 per cent. The result was 0.77 percentage points below the target. Because a lower percentage means fewer vacancies relative to licensed drivers, the target was met and exceeded.

Comparison to prior years: The result was 1.49 per cent in 2023-24 against a target of 1.73 per cent, and 1.72 per cent in 2022-23. The 2024-25 result of 0.90 per cent is 0.59 percentage points lower than 2023-24 and 0.82 percentage points lower than 2022-23, continuing a downward trend.

Factors: The percentage highlights efforts to reduce truck driver job vacancies relative to the total number of Class 1 and Class 3 licensed commercial truck drivers in Alberta. Underlying 2024 data: Statistics Canada reported 2,695 transport truck driver job vacancies in Alberta at the end of Q4 2024 and an average of 2,539 vacancies across all quarters in 2024, compared to 289,109 Alberta drivers holding a Class 1 or Class 3 driver's licence in 2024. Ministry initiatives supporting supply include the Driving Back to Work grant, which supported over 2,000 Albertans to take driver training over the past four years to 2024-25, and $1,700,000 in ministry funding in 2024-25 to Women Building Futures for women entering commercial driving.

Performance Measure 2.a Combined fatal and major injury collision rate per 100,000 population

Result: 51.6 per 100,000 population in 2024-25, calculated as a three-year rolling average.

Comparison to target: The 2024-27 business plan target for 2024-25 was 43.5, which the ministry aims not to exceed. The result was 8.1 above the target. The target was not met.

Comparison to prior years: The three-year average was 49.4 in 2023-24 against a target of 43.0, 46.6 in 2022-23 against a target of 45.5, 45.8 in 2021-22 against a target of 50.0, and 48.0 in 2020-21 against a target of 54.0. The 2024-25 result of 51.6 is 2.2 higher than 2023-24 and continues the increase reported in last year's annual report.

Note on data: The 2024-27 business plan reported the 2022-23 result as 46.5. The 2024-25 results data reports 46.6 for 2022-23. The business plan states that rates may be revised as final data is verified, which accounts for this 0.1 difference.

Despite recent increases, the 2024-25 average remains well below the 91.5 per 100,000 population recorded in 2007. As discussed in the 2023-24 annual report, the combined rate had been decreasing every year since 2007, with the exception of a plateau from 2011 to 2015. In 2022 the single-year rate increased slightly by 0.8 collisions per 100,000 population, potentially signaling a plateau or trend reversal. This pattern continued in 2023, with an increase of 2.8 collisions per 100,000 population. The 2022 and 2023 rates remained among the lowest recorded for this measure.

Factors: As set out in the 2023-24 annual report, the long-term decrease is related to multiple factors including enforcement, engineering practices, evidence-based decision-making, community mobilization, strategic communication and education initiatives, and the level of overall support for these initiatives. External factors such as changing population demographics, economic activity, and increases in the number of drivers and registered vehicles may also influence the rate through traffic volumes.

For example, the COVID-19 pandemic in 2020-21 led more people to work from home due to hybrid work models, reducing traffic volumes and possibly collision rates at the population level. In 2022, Alberta's 389 Automated Traffic Recorders measured a 5.2 per cent decrease in traffic volumes compared to 2018, but a 2.2 per cent increase compared to 2021, suggesting post-pandemic economic recovery may have led to increased collisions for 2022 and beyond. Unemployment, which was at its highest in 2020 averaging over 11 per cent compared to the 8 per cent average between 2018-22, with high rates persisting into the first half of 2021, has a similar impact on traffic volumes.

The rate is calculated as a three-year rolling average, which smooths peaks and valleys from year to year. The impact of COVID-19 could still be felt in last year's rolling average, although to a lesser extent than the year before. As traffic volumes continue to rise, these impacts have less influence. Advancements in vehicle safety features, such as lane warning systems, back-up cameras, adaptive cruise control, and emergency braking sensors are expected to positively impact traffic safety moving forward.

Many traffic safety initiatives, such as reducing impaired driving or increasing occupant restraint use, involve changing attitudes and behaviours, which can take several years, if not decades. Programs introduced in recent years, such as enhanced training for commercial drivers and changes to the delivery model for road tests, may have had some impact by supporting safety. The ministry continues to set aggressive targets to further reduce casualties and collisions in the 2024-27 business plan.

Performance Measure 3.a Physical condition of provincial highway surfaces

Result in 2024-25: 59 per cent good, 27 per cent fair, and 14 per cent poor.

Comparison to target: The 2024-27 business plan targets for 2024-25 were 58 per cent good, 26 per cent fair, and 16 per cent poor. Good was 1 percentage point above target. Poor was 2 percentage points below target, which is favourable because a lower poor share is better. Fair was 1 percentage point above target. The good and poor targets were met and exceeded; the fair result was slightly above target.

Comparison to prior years: In 2023-24, surfaces were 58 per cent good, 27 per cent fair, and 15 per cent poor. In 2022-23, they were 57.8 per cent good, 26 per cent fair, and 16.2 per cent poor, reported as 58 per cent good, 26 per cent fair and 16 per cent poor on a rounded basis in the business plan. In 2021-22, they were 58.6 per cent good, 25.5 per cent fair and 15.9 per cent poor. In 2020-21, they were 59 per cent good, 25.3 per cent fair and 15.7 per cent poor.

The 2024-25 good share of 59 per cent is 1 percentage point higher than 2023-24 and returns to the 2020-21 level. The poor share of 14 per cent is 1 percentage point lower than 2023-24 and is the lowest in the five years shown. The fair share of 27 per cent is unchanged from 2023-24.

Factors: Maintenance and rehabilitation reduce total life cycle cost of the highway system, improving return on investment. The source documents do not provide a breakdown of rehabilitation expenditures or distress causes for 2024-25. The shift of 1 percentage point from poor to good compared to 2023-24, with fair unchanged, is consistent with maintenance and rehabilitation activity sustaining overall network condition.

Performance Measure 3.b Winter maintenance is completed within or above the specified contract requirements

Result: 96 per cent in 2024-25.

Comparison to target: The 2024-27 business plan target for 2024-25 was 95 per cent. The result was 1 percentage point above the target. The target was met and exceeded.

Comparison to prior years: The result was 97 per cent in 2023-24 against a target of 95 per cent, and 95 per cent in 2022-23. The 2024-25 result of 96 per cent is 1 percentage point lower than 2023-24 and 1 percentage point higher than 2022-23, remaining above target in all three years.

Factors: This metric evaluates the effectiveness of snow and ice control on the highway system. Targets for storm response and returning the highway to good winter driving conditions are defined within the contracts. The source documents do not provide winter severity or contractor performance details for 2024-25. The result indicates contract requirements continued to be met at a high level.

Performance Measure 3.c Summer surface treatments (tonnes of asphalt treatment product) are completed on paved highways to ensure safe and efficient travel

Result: 93,550 tonnes of asphalt treatment product used in 2024-25.

Comparison to target: The 2024-27 business plan target for 2024-25 was 85,000 tonnes. The result was 8,550 tonnes above the target. The target was met and exceeded.

Comparison to prior years: Usage was 213,570 tonnes in 2023-24 against a target of 85,000 tonnes, and 103,150 tonnes in 2022-23. The 2024-25 result of 93,550 tonnes is 120,020 tonnes lower than 2023-24 and 9,600 tonnes lower than 2022-23, but remains above the 85,000-tonne target.

Factors: This metric measures tonnes of asphalt treatment product used in maintenance activities such as pothole filling, and paver, machine, and hand patching, to ensure appropriate quantities are used to keep highways safe to drive. The source documents do not provide weather, distress, or operational reasons for year-to-year variation in tonnage. The 2024-25 tonnage indicates maintenance activity sufficient to exceed the planned level for safe and efficient travel, without the exceptionally high usage seen in 2023-24.

Performance Measure 1.a Percentage of Transportation and Economic Corridors’ capital plan allocated to existing or planned economic corridors

The 2024-25 result was 79 per cent. The 2024-27 business plan target for 2024-25 was 75 per cent. The result was 4 percentage points above target, so the target was met. In 2023-24, the result was 78 per cent. In 2022-23, the result was 80 per cent. The 2024-25 result was therefore 1 percentage point above 2023-24 and 1 percentage point below 2022-23.

This measure reflects the share of the ministry’s capital plan allocated to existing or planned economic corridors and supports the movement of oversized and overweight loads. The result continues to be higher than the 2024-27 targets. The 2024-27 business plan notes that the 2022-23 actual was higher than the targets because the definition of economic corridor changed from the National Highway System to corridors that have national and provincial economic importance. That definition change reflects the ministry’s priorities on economic corridors.

Performance Measure 1.b Commercial truck driver job vacancies as a percentage of licensed Class 1 and Class 3 drivers

The 2024-25 result was 0.90 per cent. The 2024-27 business plan target for 2024-25 was 1.67 per cent. The result was 0.77 percentage points below target. Because this measure aims to reduce truck driver job vacancies, the target was met. In 2023-24, the result was 1.49 per cent against a target of 1.73 per cent. In 2022-23, the result was 1.72 per cent. The 2024-25 result was 0.59 percentage points lower than 2023-24 and 0.82 percentage points lower than 2022-23.

Supporting data show that transport truck driver job vacancies in Alberta were 2,695 at the end of Q4 2024 and averaged 2,539 across all quarters of 2024. In 2024, 289,109 Alberta drivers held a Class 1 or Class 3 driver’s licence. Training and recruitment supports included the Driving Back to Work grant, which supported over 2,000 Albertans to take driver training over the past four years to 2024-25, and $1.7 million in TEC funding to Women Building Futures in 2024-25 for women entering commercial driving. These measures, along with broader labour-market conditions, likely contributed to the lower vacancy rate.

Performance Measure 2.a Combined fatal and major injury collision rate per 100,000 population

The 2024-25 result was 51.6 per 100,000 population, based on a three-year rolling average. The 2024-27 business plan target for 2024-25 was 43.5. The result was 8.1 above target, so the target was not met. The 2024-25 rate is higher than the prior years shown in the results data: 49.4 in 2023-24, 46.6 in 2022-23, 45.8 in 2021-22, and 48.0 in 2020-21. It is 2.2 above 2023-24, 5.0 above 2022-23, 5.8 above 2021-22, and 3.6 above 2020-21. The 2023-24 result was 6.4 above its target of 43.0, as reported last year. The 2024-25 result remains below the 2007 rate of 91.5. For 2022-23, the results data show 46.6; the 2024-27 business plan shows 46.5 and notes that rates may be revised as final data is verified.

The long-term decline in this measure since 2007 has been associated with enforcement, engineering, evidence-based decision-making, community mobilization, strategic communication and education, and the level of support for those initiatives. External factors such as changing population demographics, economic activity, and increases in the number of drivers and registered vehicles can also influence the rate through their effect on traffic volumes.

The 2024-25 increase is consistent with the trend reversal noted last year. After long-term declines, the rate increased slightly in 2022 and more in 2023. Post-pandemic economic recovery, population growth, and traffic growth may have increased exposure to collisions. In 2022, Alberta’s 389 Automated Traffic Recorders measured a 5.2 per cent decrease in traffic volumes compared with 2018 but a 2.2 per cent increase compared with 2021, suggesting that recovery may have led to increased collisions for 2022 and beyond. Unemployment has trended upward over the past five years, which can also affect traffic volumes; unemployment averaged over 11 per cent in 2020 compared with about 8 per cent between 2018 and 2022, and remained high in the first half of 2021 before some recovery.

The three-year rolling average smooths peaks and valleys in collision data. The effects of COVID-19 continue to be felt in the rolling average, though less than in the previous year. As traffic volumes continue to rise, those effects are expected to have less influence on results. Advances in vehicle safety features, such as lane warning systems, back-up cameras, adaptive cruise control, and emergency braking sensors, are expected to have a positive effect over time. Many traffic safety initiatives involve changing attitudes and behaviours and can take years or decades to show results. Programs such as enhanced training for commercial drivers and changes to the road test delivery model may support safety. Overall, the long-term downward trend in serious collisions since 2017 indicates that ministry traffic safety initiatives are effective, but the 2024-25 target was not met and the recent upward movement continued.

Performance Measure 3.a Physical condition of provincial highway surfaces

The 2024-25 results were 59 per cent good, 27 per cent fair, and 14 per cent poor. The 2024-27 business plan targets for 2024-25 were 58 per cent good, 26 per cent fair, and 16 per cent poor. Good was 1 percentage point above target, fair was 1 percentage point above target, and poor was 2 percentage points below target. The good and poor targets were met; the fair result was 1 percentage point above its target.

In 2023-24, the results were 58 per cent good, 27 per cent fair, and 15 per cent poor. In 2022-23, the results data show 57.8 per cent good, 26 per cent fair, and 16.2 per cent poor. In 2021-22, the results were 58.6 per cent good, 25.5 per cent fair, and 15.9 per cent poor. In 2020-21, they were 59 per cent good, 25.3 per cent fair, and 15.7 per cent poor. Compared with 2023-24, good increased by 1 percentage point, fair was unchanged, and poor decreased by 1 percentage point. Compared with 2022-23, good increased by 1.2 percentage points, fair increased by 1 percentage point, and poor decreased by 2.2 percentage points.

Maintenance and rehabilitation reduce the total life-cycle cost of the highway system and improve return on investment. The 2024-25 condition profile reflects continued maintenance and rehabilitation activity, with a higher share of highways in good condition and a lower share in poor condition than targeted.

Performance Measure 3.b Winter maintenance is completed within or above the specified contract requirements

The 2024-25 result was 96 per cent. The 2024-27 business plan target for 2024-25 was 95 per cent. The result was 1 percentage point above target, so the target was met. In 2023-24, the result was 97 per cent against a target of 95 per cent. In 2022-23, the result was 95 per cent. The 2024-25 result was 1 percentage point lower than 2023-24 and 1 percentage point higher than 2022-23.

This measure evaluates the effectiveness of snow and ice control on the highway system. Contract requirements define targets for storm response and for returning highways to good winter driving conditions. The 2024-25 result indicates that winter maintenance was completed within or above specified contract requirements in 96 per cent of cases, reflecting continued contractor performance against those requirements.

Performance Measure 3.c Summer surface treatments (tonnes of asphalt treatment product) are completed on paved highways to ensure safe and efficient travel

The 2024-25 result was 93,550 tonnes. The 2024-27 business plan target for 2024-25 was 85,000 tonnes. The result was 8,550 tonnes above target, so the target was met. In 2023-24, the result was 213,570 tonnes against a target of 85,000 tonnes. In 2022-23, the result was 103,150 tonnes. The 2024-25 result was 120,020 tonnes lower than 2023-24 and 9,600 tonnes lower than 2022-23.

This measure tracks tonnes of asphalt treatment product used in maintenance activities such as pothole filling, and paver, machine, and hand patching. These treatments help keep paved highways safe and efficient to drive. The 2024-25 volume remained above target, although it was lower than the previous two years, reflecting the level of summer surface treatment work required and completed during the year.

Results Analysis: Performance Measures

Performance Measure 1.a

Percentage of Transportation and Economic Corridors' capital plan allocated to existing or planned economic corridors

In 2024-25, 79 per cent of the ministry's capital plan was allocated to existing or planned economic corridors, exceeding the 2024-25 target of 75 per cent by four percentage points. The target was met. This result is consistent with 2023-24, when the ministry also exceeded its target, allocating 78 per cent of the capital plan to economic corridors against a target of 75 per cent. Both years are below the 2022-23 result of 80 per cent, which served as the baseline under a revised definition of "economic corridor" — from the National Highway System to corridors of national and provincial economic importance — introduced in the 2024-27 Business Plan. This definitional change is the main reason the 2022-23 baseline sits above the targets set for 2024-25 through 2026-27.

The consistent performance above target in both 2023-24 and 2024-25 reflects the ministry's continued prioritization of capital investment in corridors that support the movement of goods and oversized or overweight loads, including major highway twinning, rehabilitation and capacity projects on routes of significant economic importance. The modest year-over-year decline from 80 to 78 to 79 per cent reflects normal fluctuation in project staging within the multi-year capital plan rather than any shift in priority away from economic corridors.

Performance Measure 1.b

Percentage of commercial truck driver job vacancies in relation to the total number of licensed commercial truck drivers

The 2024-25 result was 0.90 per cent, well below the target of 1.67 per cent — a favourable difference of 0.77 percentage points. The target was met. This continues a three-year downward trend: the rate fell from 1.72 per cent in 2022-23 (baseline year) to 1.49 per cent in 2023-24 (against a target of 1.73 per cent, also met) and now to 0.90 per cent in 2024-25.

The improvement reflects both a growing pool of licensed drivers and a decline in reported vacancies. In 2024, there were 289,109 Albertans holding a Class 1 or Class 3 driver's licence. Job vacancies for transport truck drivers, as measured by Statistics Canada, averaged 2,539 across the four quarters of 2024 and stood at 2,695 in the fourth quarter. The decline in the vacancy rate has been supported by ministry programs aimed at growing the commercial driving workforce, including the Driving Back to Work grant, which has helped more than 2,000 Albertans access driver training over the past four years, and $1.7 million provided in 2024-25 to Women Building Futures to support women entering the commercial driving profession. Broader labour market conditions affecting hiring and vacancy levels across the trucking sector have also contributed to the result.

Performance Measure 2.a

Combined fatal and major injury collision rate per 100,000 population

The 2024-25 result — a three-year rolling average of 51.6 fatal and major injury collisions per 100,000 population — exceeded the target of 43.5, a target the ministry aims not to exceed, by 8.1 points. The target was not met.

This is the fourth consecutive year in which the rate has diverged from target, and the trend continues in the same direction reported in last year's annual report. The rate rose from 45.8 in 2021-22 (against a target of 50.0, met) to 46.6 in 2022-23 (target 45.5, exceeded by 1.1), to 49.4 in 2023-24 (target 43.0, exceeded by 6.4), and now to 51.6 in 2024-25 (target 43.5, exceeded by 8.1). The year-over-year increases have been +0.8, +2.8 and +2.2 respectively, suggesting the upward movement identified last year as a possible plateau or trend reversal is continuing, though the most recent increase is somewhat smaller than the prior year's.

The factors contributing to this result are consistent with those identified previously. Long-term improvement in the collision rate is driven by enforcement, engineering practices, evidence-based decision-making, community mobilization, and strategic communication and education initiatives. External factors also influence results because of their effect on traffic volumes: population growth, economic activity, the number of licensed drivers and registered vehicles, and unemployment levels all play a role. As the effects of pandemic-related reductions in traffic volumes continue to recede and traffic returns to and exceeds pre-pandemic levels, the three-year rolling average — which smooths out year-to-year peaks and valleys — is capturing this increase in exposure to collision risk. At the same time, longer-term behavioural safety initiatives, such as measures to reduce impaired driving and increase occupant restraint use, take years or decades to produce measurable change, and continuing advancements in vehicle safety technology are expected to support future improvement.

Despite four years of increase, the current rate remains far below the 91.5 rate recorded in 2007, underscoring the long-term downward trend in serious collisions achieved since that time. The ministry has maintained aggressive targets for this measure in the 2025-28 Business Plan, reflecting its continued commitment to reducing fatal and major injury collisions on Alberta's roads.

Performance Measure 3.a

Physical condition of provincial highway surfaces

In 2024-25, 59 per cent of provincial highway surfaces were rated good, 27 per cent fair, and 14 per cent poor, against targets of 58 per cent good, 26 per cent fair and 16 per cent poor.

The good-condition result exceeded its target by one percentage point, and the target was met. This result matches the 2020-21 level (59 per cent) and improves on 2023-24 (58 per cent), 2022-23 (57.8 per cent) and 2021-22 (58.6 per cent). The fair-condition result came in one percentage point above its target of 26 per cent; the target was not met, though the deviation is minor and fair-condition surfaces have held steady at 27 per cent for two consecutive years following a gradual increase from 25.3 per cent in 2020-21. The poor-condition result of 14 per cent was two percentage points better than the 16 per cent target, and the target was met; this continues a two-year improving trend after poor-condition surfaces peaked at 16.2 per cent in 2022-23, falling to 15 per cent in 2023-24 and 14 per cent in 2024-25.

Overall, the 2024-25 results show more highway surface in good condition and less in poor condition than targeted, with fair-condition surfaces slightly exceeding target. This pattern reflects the ministry's ongoing capital maintenance and rehabilitation program, which prioritizes resurfacing and reconstruction on the highest-need sections of the network. As poor-condition surfaces are rehabilitated, they typically move first into fair condition before reaching a good rating in subsequent years, which is a likely contributor to the fair category running slightly above target while the poor category improves.

Performance Measure 3.b

Winter maintenance is completed within or above the specified contract requirements

The 2024-25 result was 96 per cent, one percentage point above the target of 95 per cent. The target was met. This follows a result of 97 per cent in 2023-24 (also above the 95 per cent target) and the 2022-23 baseline of 95 per cent.

While the 2024-25 result is one percentage point lower than the previous year, it remains above target for the second consecutive year. Winter maintenance contractors continued to meet or exceed the storm response and highway recovery standards defined in maintenance contracts. The slight decline from 97 to 96 per cent likely reflects year-to-year variability in winter storm severity and frequency across the province, which affects the volume and difficulty of snow and ice control operations, even as overall contract performance remained strong.

Performance Measure 3.c

Summer surface treatments (tonnes of asphalt treatment product) are completed on paved highways to ensure safe and efficient travel

In 2024-25, 93,550 tonnes of asphalt treatment product were used in maintenance activities such as pothole filling and paver, machine and hand patching, compared with a target of 85,000 tonnes — a difference of 8,550 tonnes, or about 10 per cent above target. The target was not met.

This result represents a substantial decrease from 2023-24, when 213,570 tonnes were used against the same 85,000-tonne target, a difference of 128,570 tonnes, or roughly 151 per cent above target. The 2022-23 baseline, prior to the introduction of a target, was 103,150 tonnes. The 2024-25 result therefore falls partway between the elevated 2023-24 figure and the ministry's planned volume, showing that usage moved back toward the target level while still exceeding it.

The high volume of asphalt treatment product used in 2023-24 was driven by extensive pavement damage following severe freeze-thaw cycles and winter conditions, which required significant pothole repair and patching across the network. In 2024-25, road conditions in some corridors continued to require patching beyond the planned volume, though to a much lesser extent than the previous year, resulting in usage above target but well below the prior year's level. The ministry continues to monitor pavement conditions and adjust maintenance planning to align future summer treatment volumes more closely with targeted levels while ensuring highways remain safe to drive.

Performance Measure 1.a

Percentage of Transportation and Economic Corridors’ capital plan allocated to existing or planned economic corridors

In 2024-25, 79 per cent of the ministry’s capital plan was allocated to existing or planned economic corridors. This was 4 percentage points above the business plan target of 75 per cent, so the target was met. The result was 1 percentage point higher than in 2023-24 (78 per cent) and lower than in 2022-23 (80 per cent).

The business plan notes that the 2022-23 result was higher than later targets because the definition of an economic corridor changed from the National Highway System to corridors with national and provincial economic importance. The available results data do not provide a further explanation for the change from 2023-24 to 2024-25.

Performance Measure 1.b

Percentage of commercial truck driver job vacancies in relation to the total number of licensed commercial truck drivers

In 2024-25, commercial truck driver job vacancies were 0.90 per cent of licensed Class 1 and Class 3 drivers. This was 0.77 percentage points below the target of 1.67 per cent, so the target was met. The result improved from 1.49 per cent in 2023-24 and 1.72 per cent in 2022-23.

Supporting data report 2,695 transport truck driver vacancies in Alberta at the end of 2024 Q4 and an average of 2,539 vacancies across 2024. Alberta had 289,109 drivers with a Class 1 or Class 3 licence. These figures provide context for the measure; the reported result is 0.90 per cent.

Ministry initiatives to support the commercial driving workforce included the Driving Back to Work grant, which supported more than 2,000 Albertans to take driver training over the past four years, and $1.7 million in 2024-25 funding to Women Building Futures for women entering commercial driving. The results data do not quantify the effect of these initiatives on the vacancy rate.

Performance Measure 2.a

Combined fatal and major injury collision rate per 100,000 population

The 2024-25 three-year rolling average was 51.6 collisions per 100,000 population. This was 8.1 above the target of 43.5, so the target was not met. The rate increased from 49.4 in 2023-24 and 46.6 in 2022-23. For earlier years, it was 45.8 in 2021-22 and 48.0 in 2020-21. The results data report 46.6 for 2022-23; the 2024-27 business plan reports 46.5 for that year.

The previous annual report noted increases in the collision rate in 2022 and 2023, following a longer-term decline. It identified enforcement, engineering, education and other safety initiatives as factors in long-term progress, and noted that traffic volumes, economic activity, population demographics and the number of drivers and vehicles can also influence collision rates. It also reported post-pandemic traffic-volume changes as context for the increases. The available information does not establish how much any of these factors contributed to the 2024-25 result. Because the measure is a three-year rolling average, it also reflects collision data across multiple years.

Performance Measure 3.a

Physical condition of provincial highway surfaces

In 2024-25, 59 per cent of provincial highway surfaces were rated good, 27 per cent fair and 14 per cent poor. The good result was 1 percentage point above its 58 per cent target, and the poor result was 2 percentage points below its 16 per cent target; both targets were met. The fair result was 1 percentage point above its 26 per cent target, so that target was not met.

Compared with 2023-24, the share rated good increased from 58 to 59 per cent, the share rated fair remained at 27 per cent, and the share rated poor decreased from 15 to 14 per cent. In 2022-23, the results were 57.8 per cent good, 26 per cent fair and 16.2 per cent poor. The business plan identifies maintenance and rehabilitation as ways to reduce the highway system’s total life-cycle cost. The results data do not identify specific factors behind the year-to-year changes.

Performance Measure 3.b

Winter maintenance is completed within or above the specified contract requirements

In 2024-25, winter maintenance was completed within or above contract requirements 96 per cent of the time. This was 1 percentage point above the 95 per cent target, so the target was met. The result was 1 percentage point lower than in 2023-24 (97 per cent) and 1 percentage point higher than in 2022-23 (95 per cent).

Contracts set targets for storm response and returning highways to good winter driving conditions. The available results data do not explain the change from the prior year.

Performance Measure 3.c

Summer surface treatments (tonnes of asphalt treatment product) are completed on paved highways to ensure safe and efficient travel

In 2024-25, 93,550 tonnes of asphalt treatment product were used on paved highways. This was 8,550 tonnes above the target of 85,000 tonnes, so the target was met. Use decreased by 120,020 tonnes from 2023-24 (213,570 tonnes) and by 9,600 tonnes from 2022-23 (103,150 tonnes).

The measure tracks product used in maintenance activities such as pothole filling and paver, machine and hand patching. The results data do not explain the substantial year-to-year change in tonnes used.