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STATEMENT BY MS MOYAGH MURDOCK, CHIEF EXECUTIVE OFFICER, ROAD SAFETY AUTHORITY TO THE JOINT COMMITTEE ON TRANSPORT TOURISM AND SPORT 8TH FEBRUARY 2017. Road Safety Update:

As of the 3rd February 2017 a total of 16 people have lost their lives in 14 fatal

crashes on Ireland’s roads. This is the same number of deaths compared to the

same date last year. Seven pedestrians, six drivers and three passengers have died.

While the RSA is monitoring preliminary Garda data closely to determine causes, it is

still far too early to draw any conclusions from such a short time period. Especially

when the Gardaí are still conducting collision investigations.

I will therefore focus on reviewing the year just ended and the preliminary data

available to us. In 2016 there were 176 fatal collisions, which resulted in 188

fatalities on Irish roads. This represents 14% more collisions (+21) and 16% more

deaths (+26) compared to the same period in 2015. This is a worrying and

unwelcome increase in fatalities particularly when we saw a decrease in fatalities in

2015 (162) compared to 2014 (193).

Detailed overview of fatality trends in 2016

Overall, 139 of the 188 people killed on our roads in 2016 were male. Driver and

passenger fatalities represent two thirds of fatalities (64%, 121 deaths) in 2016, while

Vulnerable Road Users (VRUs) represent just over one third (36%, 67 deaths).

VRUs include pedestrians, cyclists and motorcyclists.

There has been an increase in driver fatalities, up from 71 to 83 (+17%) and

passenger fatalities, up from 27 to 38 (+41%) since 2015. Overall, this represents an

increase in vehicle occupant fatalities from 98 in 2015 to 121 in 2016 (+23%). The

main issue of concern regarding the increase in fatalities recorded in 2016 relates to

this increase among drivers and passengers.

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Figure 1: Fatalities by Road User Type

July 2016 was the most dangerous month for road users with 21 fatalities recorded,

but May and October were also particularly dangerous with 20 deaths recorded in

each month. The monthly average to the 31st of December 2016 was 16 fatalities

per month, higher than the monthly average seen in 2015 of 14 deaths per month.

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Figure 2 below illustrates the most dangerous days of the week on Irish roads in

2016, and compared with 2015:

Figure 2: Fatalities by Day of Week

The most dangerous 2-hour period on our roads in 2016 was 4pm to 6pm when 29

people lost their lives. The next most dangerous time on our roads was 10pm to

midnight, when 19 people lost their lives. If we define a weekend as covering the

period Friday 5pm to Monday 5am, some interesting trends are observed, notably

that the two highest risk periods during the weekend are between 8pm - 12am (17

deaths), accounting for 23% of fatalities over the weekend, and between 12am and

4am (14 deaths), accounting for 19% of fatalities. By contrast, the hours of 4pm to

8pm (30% of weekday fatalities) and 8am – 12am (17%) are the highest risk times

during the week.

Over half of the fatalities occurred when it was daytime, and visibility was good.

However, pedestrians were more vulnerable than any other road user group during

hours of darkness (two thirds of pedestrians killed were killed in hours of darkness).

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Preliminary information indicates that just two of the pedestrians killed in 2016 were

confirmed as wearing high visibility clothing at the time.

Figure 3 shows the counties where the greatest number of fatalities occurred.

Further detail can be found in the appendix:

Figure 3: Fatalities by County

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A significantly greater proportion of fatalities occurred in rural areas (71%) than in

urban areas in 2016. Rural areas consist of roads where the speed limit is 80km/h

and greater. However, there has been a particular increase in the number of fatalities

that occurred in 50km/h speed zones in 2016 (+15 deaths). There were more

pedestrians killed in 50km/h speed zones than in any other speed zone (16

pedestrians, almost half of all pedestrians killed).

In terms of the age profile of the road users killed, the highest risk age group among

drivers was those aged 26-35 (25 deaths) followed by those aged 66 and older (20

deaths). In relation to VRU fatalities, the group most at risk were those aged 66 and

older (18 deaths). Passenger fatalities were highest among the 16-25 age group (17

deaths) followed by the 66 and older age group (7 deaths).

Non-wearing of seatbelts remains a concern for both drivers and passengers (22%

confirmed as not wearing a seatbelt).

It is important to note that this data is based on provisional information from An

Garda Síochána, based on the preliminary findings from An Garda Síochána at the

early stages of the investigation process. The RSA will conduct a review of the

contributory factors to these fatal collisions once the detailed Garda collision

investigation files are available following completion of the coroner’s inquest, a

process that can take anything from one to three years. The RSA is committed to the

development of evidence based policies and, in developing its interventions, bases

its work on the latest provisional information available in conjunction with the

information available from the analysis of the definitive information on contributory

factors in collisions, which is available from Garda collision investigation files and

coroner data.

It is important to put the most recent rise in fatalities in context.

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Historic Performance

As part of the Government Road Safety Strategy 2013-2020, a target was set to

reduce fatalities to 124 or fewer by 2020, and to reduce serious injuries to 330 or

fewer by 2020. The targets were set in 2012 and these were established in the

context of significant reductions in fatalities achieved in the preceding years.

The long-term trend shows significant progress in reducing fatalities since the first

Road Safety Strategy in 1998, specifically, a reduction of 59% up to the end of 2016.

It is acknowledged that progress under the current road safety strategy is slower.

The increase in road deaths last year is clearly part of a broader trend which has

seen deaths rise. The contributory factors to this include an economy that is picking

up and as a consequence more vehicles and more kilometres are being travelled

resulting in greater exposure to risk for road users. The recession has also had an

impact on resources and the ability to implement some of the actions in the

Government Road Safety Strategy in particular the construction of new roads,

maintenance of the existing road network and enforcement by An Garda Síochána

are probably the most important elements effected in the strategy. Enforcement has

been greatly affected with reduction in Garda resources. As a result casualties have

increased. This is a pattern that the European Transport Safety Council has said is

happening all across Europe.

However, there are indications that the recent RSA and An Garda Síochána high

profile education and enforcement campaign (Gillian Treacy Campaign) for the

Christmas & New Year, halted the year’s upward trend in deaths. Analysing the

campaign over the six week period there was a 34% drop in road deaths compared

to the same period 2015 and a 27% decline in deaths compared to the same period

in 2014.

Despite the tragic needless loss of 19 lives, it does as I say mark a reversal in the

upward trend over that six week period and illustrates how education and high levels

of enforcement, working hand in glove save lives - a strategy that has served us well

since the first Government Road Safety Strategy was introduced in 1998. The

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challenge now is to sustain this level of education and enforcement of the main killer

behaviours throughout the year.

EU Performance

The latest year for which robust comparisons are available to benchmark Ireland’s

performance versus that of our EU counterparts (2015) shows that Ireland ranks 5th

in terms of the number of fatalities per million population (35 deaths per million

population). Malta, Sweden, the UK and Denmark are the four countries that have

had a better road safety record than Ireland in 2015.

Provisional data is available for 2016 for the number of fatalities reported in a limited

number of EU countries. A number of countries have seen provisional declines in

98

95

95

82

80

77

74

70

67

67

66

64

60

58

56

55

54

51

51

48

43

37

36

35

31

28

27

26

51.5

Bulgaria

Romania

Latvia

Croatia

Lithuania

Poland

Greece

Czech Republic

Belgium

Cyprus

Hungary

Luxembourg

Portugal

Slovenia

Italy

Austria

France

Slovakia

Estonia

Finland

Germany

Netherlands

Spain

Ireland

Denmark

The United Kingdom

Sweden

Malta

EU28

2015

2012

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fatalities in 2016, with Lithuania, Slovakia and the Czech Republic seeing the most

significant declines in percentage terms. A number of countries have seen increases,

with Ireland (+16%), Norway (+15%), Slovenia (+8%) and Estonia (+6%) showing

the greatest increases. Sweden has reported a small increase of 1.5%, while there

is currently no information available for some of the other best performing countries

such as the UK, Spain, the Netherlands and Denmark. Having said that, since 2013

the best practice countries including the UK, Netherlands, Sweden and Spain have

struggled to maintain their road safety records to achieve a reduction in road traffic

casualties.

An economic analysis conducted by the RSA has also revealed some parallels

between an improved economic climate, as indicated by lower unemployment levels,

increased numbers of vehicles on our roads, and an increase in fatalities. A study

conducted by the OECD has suggested that economic activity plays a role in

collision trends, for the following reasons:

• Economic downturns are associated with reduced growth in traffic

volumes.

• Disproportionate reduction in the exposure of high-risk groups in traffic;

e.g., unemployment tends to be higher among young people than

people in other age groups.

• Reductions in disposable income in downturns associated with more

cautious road user behaviour, e.g., less drinking and driving, lower

speed to save fuel, fewer holiday trips.

The RSA is also interested in establishing if there is a link between the current

accommodation crisis in major cities, and an increase in young people commuting

long distances to work or college that may be increasing the risk exposure of this

group of young drivers. We propose conducting research to investigate this question

further.

Contributory factors to fatal collisions 2008-2014

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The Pre-Crash Reports published by the RSA based on analysis of Garda collision

investigation files for fatal collisions that occurred over the period 2008-2012

identified the following contributory factors:

- Alcohol was a factor in 38% of fatal collisions (29% involved a

driver/motorcyclist who had consumed alcohol, while the remaining 9%

involved a pedestrian who had consumed alcohol)

- Speed was a factor in 32% of fatal collisions

- Vehicle defects were a factor in 14% of collisions (of which defective tyres

featured most prominently at 9%)

- Speed (49%) and Alcohol (29%) were the most significant factors contributing

to fatal collisions involving motorcyclists

It is also important to note that almost a third (31%) of the drivers who had

consumed alcohol had no insurance, 15% were on a Learner Permit and 7% were

disqualified at the time of the collision.

The most recent research available on the definitive contributory factors to fatal

collisions comes from the Health Research Board’s analysis of 2013 and 2014

coroner data on behalf of the RSA (in the context of the NDRDI, the National Drug

Related Death Index). Both the 2013 and 2014 reports showed that almost one third

of fatalities in each year had alcohol on toxicology. Furthermore, these reports have

indicated that at least one in ten fatalities both in 2013 and 2014 had illicit drugs on

toxicology**. The RSA will be publishing further findings in relation to drugs as a

contributory factor in collisions in 2017 in collaboration with Professor Denis Cusack

of the Medical Bureau of Road Safety (MBRS).

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(**Note: having a positive toxicology does not confirm that the drug was implicated in the death; this analysis does not report on whether drug levels were within the therapeutic range or not.)

Some of the other key contributors identified in the 2013 HRB report include:

• Driver action: Loss of control was the main driver action recorded (40%),

followed by exceeding safe speed (29%)

• Vehicle defects: Issues with tyres were noted in 8% of fatalities; issues with

brakes in 5%

• Non-wearing of seatbelts: of the 56 car drivers, almost a third (17) were not

wearing a seatbelt; 3 of the 11 passengers were not wearing a seatbelt.

• Pedestrians: Almost two thirds (11, 65%) of pedestrian fatalities occurred

during the hours of 6pm and 7am. In 41% of cases (7) the pedestrian was

crossing the road. 6 of the 17 pedestrians (35%) had a positive BAC; median

257mg (5 times the legal limit)

Areas for Intervention

One key overarching strategy to achieve improvements in road safety is the

continuation of our education / enforcement model. The integration of education and

policing is absolutely critical to a reduction in road deaths. Overall, the findings set

out in the report from all three sources of collision data show that the following areas

of intervention remain critical to prevent a further increase in fatalities in 2017:

Highlight the role alcohol continues to play in fatal collisions, not only

for drivers, but also for motorcyclists and pedestrians

Work with the Department of Transport Tourism and Sport to progress

proposals for the introduction of rehabilitation and driving awareness

courses for specific offenders including drink drivers

• Promote wearing of high visibility clothing for pedestrians, and safe

practices for crossing the road

• Highlight motorcyclist safety in the Summer months in particular, with

particular reference to speed control

• Continue to promote cyclist safety among drivers & cyclists

• Promote safe behaviour by younger and older drivers, particularly

young males

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• Reinforce the importance of wearing seatbelts

• Reduce the number of drivers driving while disqualified

• Continued collaboration with the Department of Transport Tourism and

Sport on the promotion of 30km/h speed zones

Driver Theory Test

As I’ve have outlined, alcohol is still a significant contributory factor to crashes in

Irish society. It is a particular problem among younger people. So in an effort to

make sure we are raising this issue with new and young drivers at every possible

opportunity, the RSA has since October of last year made highlighting the

consequences of drink-driving a compulsory part of the Driver Theory Test.

We have added additional information on the subject to the Theory Test study

material, helping to ensure that new drivers know and understand what drink-driving

is, how it affects them and what the likely consequences are. Every candidate will be

required to answer at least two questions out of a possible 17 questions.

Publication of Disqualified Drivers

There are drivers who continue to drive on Irish roads despite being disqualified and

who pose a significant threat to road safety in Ireland. Statistical evidence gathered

and examined by the RSA suggests that a high proportion of disqualified drivers are

involved in a disproportionate number of fatal and serious crashes. I wish to provide

an additional deterrent for those drivers who are disqualified by the Courts for

dangerous driving by publishing their names. This would be similar to how the

Revenue Commissioners publish a quarterly tax defaulter’s list. The RSA is currently

conducting a Privacy Impact Assessment as a first step in this process in order to

eliminate any privacy risks associated with the proposal.

Education & Awareness Activity 2017

The RSA has been working closely with the Garda Roads Policing Unit to finalise the

integrated Education / Enforcement plan for 2017.

Further to this collaboration, the RSA is also targeting new recruits and existing

Gardaí through the Garda training college ensuring that the Garda are informed and

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aware of road safety priorities based on the research and evidence base prepared

by the RSA.

It has been agreed that the focus of the Education / Enforcement plan will be on the

main killer behaviours identified in the RSA / An Garda Síochána Pre-Crash Reports.

Namely Impaired Driving (alcohol, drugs and fatigue), Speeding (including

motorcyclists), Non-Seatbelt Wearing (especially in context of alcohol and non-

seatbelt wearing) and Mobile Phone use.

The RSA will support this by rolling out its mass media campaigns generated in 2016

on foot of the findings of the pre-crash reports, to support the enforcement activity of

the Gardaí. In addition the RSA will develop specific campaigns in 2017 to:

Support the introduction of Chemical Roadside Testing in Q1 2017 (and we

are liaising with the MBRS on this);

Raise awareness of the dangers of the misuse of seatbelts through an online

campaign aimed at 17 to 34 year olds;

Address the findings of the pre-crash report on Motorcyclists which found that

speed and alcohol were the primary factors in a large % of deaths.

Together with the Health and Safety Authority and An Garda Síochána the RSA will

launch a new TV led campaign in February aimed at raising awareness of

employers’ legal responsibility towards those who drive for a living as part of their

work.

We are also working with both RTE TV and TV3 to develop specific Road Safety

themed programmes in 2017 (Young driver risks, learning to drive and the dangers

of buying a used vehicle).

A specific online and social media campaign targeting 17 to 24 year olds is planned

around the theme of ‘social death’. Specifically, the consequences of ending up with

a disqualification and the impact that this will have on someone’s ability to travel

abroad, especially to the United States.

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The RSA is also working with Toyota Ireland re the development and roll out in 2017,

of a ‘Safe Driving App’ which would be available to all drivers and reward them for

not using their phone while driving. This initiative was successfully implemented in

Japan.

The RSA will also be supporting and promoting key dates in 2017 including:

Two An Garda Síochána ‘Slow Down Day’ campaigns

UN Global Road Safety Week 8th to 14th May 2017

The European Policing Network (TISPOL) and An Garda Síochána European

Day Without a Road Death i.e. ‘Project Edward’

The RSA will host two major conferences in 2017 the first will take place on the

theme of Alcohol and Road Safety on 1st June and the second will deal with the topic

of 30km/h speed limits on Monday 2nd October.

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APPENDIX 1

Table 1: County breakdown by the number of fatalities

County Fatalities

Carlow 0

Cavan 4

Clare 4

Cork 21

Donegal 11

Dublin 21

Galway 10

Kerry 7

Kildare 7

Kilkenny 6

Laois 4

Leitrim 1

Limerick 17

Longford 3

Louth 7

Mayo 4

Meath 11

Monaghan 5

Offaly 4

Roscommon 7

Sligo 2

Tipperary 13

Waterford 9

Westmeath 4

Wexford 4

Wicklow 2

Total 188