ROAD SAFETY REPORT 2021 | IRELAND

IRELAND
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ROAD SAFETY REPORT 2021 | IRELAND

IRELAND
Ireland recorded 147 road fatalities in 2020, which is 7 more than in 2019. This is despite
the traffic on the National Road Network decreasing by 28% in 2020 compared to 2019.
The road safety target of having fewer than 124 deaths or 25 traffic deaths per one million
inhabitants by 2020 was not reached. In 2021, the Irish Government launched the new
Road Safety Strategy 2021-2030, which adopts the Safe System approach and the longterm goal of Vision Zero by 2050.

Road safety management and strategy
Ireland's responsibility for road safety
lies with the Road Safety Authority(RSA). It is a state agency under the
direction of the Department ofTransport tasked with improving safety
on Irish roads to reduce road death andinjury resulting from road crashes. The
RSA co-operates and co-ordinates withroad safety stakeholders, including, but
not limited to: the Department ofTransport, An Garda Síochána (AGS,
police),Transport
Infrastructure
Ireland, the Medical Bureau of Road
Safety, the Department of Justice, theNational Transport Authority and theCountyandCity
Management
Association.

Ireland: Quick facts
Population: 4.9 million
GDP per capita: USD 84 324
Road network: 213 848 km (2019)•

motorways: 1%

Registered motor vehicles: 2.8 million•

cars: 78%•

goods vehicles: 13%•

motorcycles: 4%

Volume of traffic: +0.7% (2000-20)
Speed limits:•urban roads: 30 km/h on built-up areas and 60
km/h on arterial roads•

rural roads: 80 or 100 km/h•

motorways: 120 km/h

Limits on Blood Alcohol Content:•

general drivers: 0.5 g/l•

professional drivers: 0.2 g/l

novice drivers: 0.2 g/l
Development of the government’s Road•
learner drivers: 0.2 g/l
Safety Strategy 2021-2030 took placeRoad
fatalities:
147
during 2020 and 2021. The RSA•
pedestrians: 22%
engaged in an extensive development•
cyclists: 7%
process in partnership with key•
car occupants: 48%
stakeholders. This process involved•
motorcyclists:
12%
adopting a series of best practice•other: 12%
approaches, such as conducting a RoadRoad
fatalities
per 100 000 population: 3.0
Safety Management Capacity Review
Road
fatalities
per 10 000 vehicles: 0.5
and in-depth public and stakeholder
Cost of road crashes: 0.3% of GDP (2019-21)
consultation
processes.
An
All data 2020 unless otherwise stated.
unprecedented 2 237 responses werereceived through a public online
consultation process, including 2 012 answers from members of the public – a clear•2

ROAD SAFETY REPORT 2021 | IRELAND

testament to the public interest in road safety in Ireland. Local authorities, road safetyadvocacy groups and other representative bodies also submitted responses.
In December 2021, the government launched “Our Journey towards Vision Zero”, Ireland’s
Road Safety Strategy 2021-2030. Its primary aim is to reduce the number of deaths andserious injuries by 50% over the next ten years. This means lowering deaths to 72 or lower
and reducing serious injuries to 630 or lower by 2030. The strategy has adopted the Safe
System approach to road safety management to achieve these ambitious targets. Guiding
this strategy is Vision Zero, Ireland’s long-term goal of achieving zero road deaths orserious injuries by 2050.
To ensure the road safety interventions and activities undertaken for the 2021-2030
strategy continue to be effective and incorporate the latest innovations and developmentsin the field, it will feature three phases of action plans. Phase 1, which runs from 2021 to2024, is backed by a projected EUR 3.8 billion investment and includes 50 high-impact
actions and 136 support actions.
To meet the ambitious 2030 targets, the strategy sets out regular assessments of roadsafety performance. It includes a series of key safety performance indicators (SPIs)
developed according to EU best practices to measure and track the factors that influence
death and serious injuries, such as the non-wearing of seat belts and speed.

Latest road safety measures
The penalty point system has been an effective deterrent since it was introduced in Irelandin 2002. As this system needs to be continuously reviewed and updated, high impact
actions are included in Phase 1 of the Road Safety Strategy 2021-2030.
Three critical actions are to:•review the penalties for serious road traffic offences, including the following:
impaired driving, speeding, mobile phone use, non-wearing of seat belts andcarrying unrestrained children in a vehicle (Action 30)•

legislate for increased sanctions for polydrugs and drug and alcohol use whiledriving (Action 31).

•

streamline and automate enforcement of Penalty Points from roadside capture via
courts to update driver records (Action 32).

In November 2019, a new offence of dangerous overtaking of a cyclist was introduced. The
fines range from EUR 120 and three penalty points on payment of a fixed charge to
EUR 240 as a final payment option. If it goes to court and there is a conviction, five penalty
points and a fine are applied.
From February 2022, the penalties for motorists who park on footpaths, cycle tracks andbus lanes are increasing. The fixed charge notice doubled from EUR 40 to EUR 80 for

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ROAD SAFETY REPORT 2021 | IRELAND

motorists caught parking on footpaths, cycle tracks and bus lanes. Illegal parking resultsin blocked footpaths and cycle lanes.
The RSA runs several high-profile campaigns targeting the primary factors and at risk
groups involved in road collisions each year.
Throughout the pandemic, travel was limited to local areas and people were required towork from home where possible. As a result, 2020 saw a 28% reduction in overall traffic
volume. The RSA developed the “We're on the road back” campaign to encourage a safe
return to the roads by all road users when the restrictions were lifted. Through a mixtureof radio, social and digital display, the public was asked to remember the basics of roadsafety when emerging from lockdown to make their return to using the roads safer than
before.
Following an increase in fatalities on Irish roads in 2020, the Emergency Services campaign
was developed to encourage road users to be extra cautious when using the road. The
campaign was fronted by those who work on the front line of road safety to appeal to the
public to take greater care when using the roads. This campaign is a direct appeal fromthe emergency services who have experienced first-hand the tragic consequences ofcollisions on the roads.
In 2020, there were several television-led advertising campaigns such as “Crashed Lives,
Seat Belts, Cycling Safe Pass” and “Mobile Distraction”.
The RSA continues to have a strong presence on social media and is steadily growing its
reach online. The RSA have eight social media accounts over six platforms, with theaddition of LinkedIn to the portfolio of channels. Through social media, the RSA can givetimely road safety messages, respond to queries and gather feedback that helps shapeother campaigns.
Cycle Right training for primary school children was introduced in 2017 and is the national
standard for cycle training. Cycling Ireland manages this training programme. A total ofover 8 500 primary school children completed the training in 2020. Due to the Covid-19
pandemic, in 2020, there were fewer participants than in previous years.
In December 2020, as part of Action 11 in the government’s last Road Safety Strategy
2013-2020, the RSA published the “Code of Practice for Child Car Seat Retailers”. This
Code of Practice aims to bring all the information and education on child car seats that
customers receive at the point of purchase in line with legal requirements and bestpractices. The Code also aims to help the public feel confident that they are getting thecorrect information and support they need when buying a child car seat.
The RSA’s “Check it Fits” is a free child car seat checking service that travels all over thecountry. Since October 2013, the “Check it Fits” service has provided free child car seatchecks at nationwide events. In response to the Covid-19 pandemic, the service wassuspended in March 2020 and was relaunched as a virtual online service in October 2020.

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ROAD SAFETY REPORT 2021 | IRELAND

The virtual service held 33 events during the year, checking 296 seats. In 2021, theprovision of the service continued online.
The risks associated with driving for work are well understood. The current collaborative
approach adopted by the RSA, AGS and the Health and Safety Authority assist employers
and employees through a range of initiatives to ensure they are informed and educatedabout how to drive safely for work. Work-related road safety is a critical challenge in the
new Road Safety Strategy 2021-2030, which includes a safe work-related road use
intervention area.
In November 2020, the RSA worked with the Health and Safety Authority and AGS todeliver an online webinar on managing driving for work. This was the first time the event
was shown online. The webinar was aimed at employers, managers and supervisors
responsible for safe fleet operations. Over 200 participants joined the webinar. The keynote
speaker was Professor Desmond O’Neill of the National Office for Traffic Medicine. Professor
O’Neill spoke about medical fitness to drive, current knowledge on the impact of medical
conditions and how best to manage medical fitness to drive when driving for work. The
Driving for Work website (http://drivingforwork.ie/) hosts a range of resources and tools,
including an e-learning course to assist, inform and educate employers.
Regulation (EU) 2018/858 is the new vehicle Type Approval Framework Regulation
published by the EU. It strengthens the testing quality and introduces market surveillanceand oversight of the type-approval process for all new vehicles. In 2020, the RSA consulted
with industry on the new Framework Regulation. As a result, a new law was developed tostrengthen the technical standards for nationally approved vehicles.
This new law established and appointed the RSA as the Automotive Market Surveillance
Authority (AMSA) for Ireland. The AMSA unit started activities in 2021. Its primary duties
include carrying out compliance verification checks on vehicles as part of the Framework
Regulation’s aim to achieve a high level of safety and environmental standards, publishing
information from vehicle manufacturers on vehicle recalls, attending EU meetings andworking with the other Member States on market surveillance of vehicles.
A cross-discipline Connected Autonomous Vehicles (CAV) Working Group was establishedin the RSA. A study exploring global best practices for the safe integration of CAV
commenced, which is expected to determine the challenges and opportunities CAV willbring to road safety.
The RSA also investigated possible combinations of significant defects in a specific vehicle
area during a roadworthiness inspection, resulting in a higher risk to road safety. These
combinations will be included in National Car Test roadworthiness inspections in 2021.
AGS, the Irish Police, develops annual enforcement plans. Communications plans set out
by the RSA are integrated with these plans per action in the Road Safety Strategy. In 2020,
AGS and the RSA conducted several campaigns, including National Slow Down Days in May
and December, driving under the influence for the August Bank Holiday, being extra
cautious of children cycling and walking to school in September, riding quad bikes and5

ROAD SAFETY REPORT 2021 | IRELAND

scramblers in November and a road safety appeal for Christmas and New Year. In
conjunction with the Irish Tyre Industry Association, AGS and the RSA teamed up fornational tyre days to remind all road users to check their tyres.
Despite reductions in traffic volumes due to the introduction of travel restrictions in March
2020, detections for primary road safety offences (that is, speeding, mobile phones, seatbelts and drink/drug driving) saw an increase of 20% compared to the same period in
2019.
All police deployed to the National Roads Policing Bureau now have access to mobile
devices with a Traffic App and Fixed Charge Notice App. This technology allows them tocarry out real-time roadside detections. As a result, the Traffic App has helped increase
detections of disqualified drivers, untaxed cars and stolen vehicles. The Fixed Charge
Notice App has also significantly reduced the paperwork required, improved the quality ofdata and lowered the rate that Fixed Charge Notices are challenged in court. By 2020,
2 500 mobility devices were rolled out and 55 000 Fixed Charge Notices were issued
electronically. New speed detection devices purchased in 2020 have the additional
capability of integrating with mobility devices.
Ireland has adopted a strategic approach to target commercial vehicle operators anddrivers who, based on a risk rating system, are deemed high risk, therefore, minimisinginconvenience to those considered low risk. The inspections promote and encourage
operators and drivers to maximise their compliance with legislation and deliver outcomesfor road safety. Roadside inspections are carried out in collaboration with AGS, whichassists inspectors in checking vehicles for compliance with minimum roadworthinessstandards.
In 2020, due to the Covid-19 pandemic, these inspections were disrupted. Inspection
protocols were revised and reinstated when the government deemed enforcement services
essential. Frontline enforcement staff use an enforcement app on their phones, which gives
them the information they need to conduct inspections more efficiently and effectively.
Several high impact actions are included in Phase 1 of the Road Safety Strategy 20212030 under the Safe Roads and Roadsides intervention area. These actions relate todeveloping infrastructure for the improved safety of all road users, including cyclists andpedestrians and considering the speed limits to broaden the implementation of 30 km/h
limits.
For example, Action 5 states that over 2021 to 2025, 1 000 km of segregated walking andcycling facilities will be constructed or under construction on the national, local and regionalroad network to provide safe cycling and walking arrangements for users of all ages. Action
6 sets out to establish a working group to examine and review the framework for setting
speed limits. As part of this review, there will be a specific consideration of introducing a
30 km/h default speed limit in urban areas.
Due to restrictions imposed in response to the Covid-19 pandemic, most driver education
services were suspended for part of 2020, including driver theory testing and Certificate of6

ROAD SAFETY REPORT 2021 | IRELAND

Professional Competence delivery. The Driver Theory Test service was suspended for acouple of periods in 2020 and continued into 2021. This means that the significant backlog
of applications needs to be managed when the service resumes.
The Driver Testing Service suspended operations in March 2020 because of the Covid-19
pandemic and a phased resumption began, firstly for trucks and buses on 29 June andthen for cars on 20 July 2020. During this time, a limited number of tests for frontline
workers continued to be delivered. The service was subsequently restricted to testing
essential workers only during Level 5 restrictions from 22 October until 30 November 2020.
From the phased resumption of service on 29 June 2020 until the end of the year, over
62 000 driving tests were conducted.
In 2020, Transport Infrastructure Ireland developed a tool to quantify emissions from roadtransport. The Emissions and Air Quality Tool will help answer Ireland’s crucial questions
concerning greenhouse gas emissions and air quality emissions and how these will change
in the future. The tool draws together information on the vehicle fleet, considers how thisvehicle fleet may change over time and uses vehicle emission rates combined with thenumber, composition and speed of vehicles projected on the roads network to predict total
emissions.

Costs of road crashes
As part of the evaluation of the last government Road Safety Strategy 2013-2020, an
economic analysis was conducted to estimate the cost of traffic crashes for Irish society.
Based on the calculation of costs and benefits associated with the 2013-2020 Road Safety
Strategy, it was possible to calculate the net economic benefit of the Strategy and theoverall benefit-cost ratio.
This analysis indicates that, in economic terms, the benefits of the 2013-2020 Road
Safety Strategy net of the expenditure involved in the delivery of the Strategy amounted
to EUR 901 million. This gives an overall benefit-cost ratio for the Strategy of 1.43:1.
The cost of collisions in 2020 is estimated at around EUR 1.15 billion (0.3% of GDP). The
cost of crashes was assessed in line with guidance from the Common Appraisal
Framework for Transport published by Ireland’s Department of Transport.

Safety performance indicators
Speed
Inappropriate speed is a recognised contributing factor in road crashes. On behalf of the
Irish Roads Safety Authority (RSA), road traffic collision (RTC) fatalities data are collectedannually by Ireland’s Health Research Board (HRB) from available closed coronial files,
using the National Drug-Related Deaths Index (NDRDI) methodology. These data include
detailed information on the deceased’s actions before the fatal collision. Of the 387 driverand motorcycle driver fatalities from 2013-17 where there is a record of their pre-collision

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ROAD SAFETY REPORT 2021 | IRELAND

actions, 24.5% exceeded the speed limit or drove at an unsafe speed for the road or
prevailing conditions.
In a 2021 national survey of 1 220 motorists aged at or above the national car licensingage (17 and over), when asked about exceeding the speed limit by less than 10 km/h,
47% of motorists surveyed reported doing so on roads with a 50 km/h speed limit and
57% on roads with a 100 km/h speed limit. When asked about exceeding the speed limit
by more than 10 km/h, 27% of motorists reported doing so on roads with a speed limitof 50 km/h and 32% on roads with a 100 km/h speed limit.
Drink-driving
The coronial files data provided by the HRB also contain detailed toxicology information.
In 2020, the RSA published a report examining road user fatalities from 2013 to 2017with a positive toxicology for alcohol. This report revealed that of the 600 RTC fatalities
with a toxicology result available, 36.5% (219) were positive for alcohol. Of the 379
driver/motorcycle driver fatalities with a toxicology result available, 35.6% (135) werepositive for alcohol. Of the 107 pedestrian fatalities with a toxicology result available,
45.8% (49) were positive for alcohol.
The 2021 Driver Attitude and Behaviour Survey is a nationally representative sample of
1 220 motorists aged 17 (the national car licensing age) and over. Of all motorists, 9%of drivers said they had driven after consuming alcohol during the past 12 months. Of
these, 34% said they had had at least two or more drinks on the most recent occasion.
However, of all motorists, 26% said there were times when they may have been over thelimit when driving the morning after a night out.
The government Road Safety Strategy 2021-2030 includes safety performance indicators(SPIs) which will be tracked over the next decade. One indicator consists of a measureof drink-driving captured using self-report questions. The indicator is the percentage ofdrivers and riders of motorised vehicles without alcohol, without other drugs that impair
driving and without fatigue. A separate survey was conducted in 2021 to gather data toreport on these SPIs, comprising a nationally representative sample of 1 013 car drivers
who drive at least once a week aged 17 and over. The SPI survey found that of all drivers,
9% indicated they have driven when they may have been over the legal limit for drinking
and driving in the past 12 months. This reduces to 4% who say they have done so in thepast 30 days.
Drugs and driving
Driving while impaired by other psychoactive substances has emerged as its own roadsafety issue. A wide variety of substances, from illegal drugs to some over-the-counter
drugs, can adversely affect the cognitive and behavioural skills required to operate avehicle safely.

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Since 12 April 2016, AGS can establish roadside mandatory intoxicant checkpoints to test
drivers for both alcohol and drugs, including cannabis, cocaine, opiates andbenzodiazepines. Since 13 April 2017, AGS has had the power to test drivers’ saliva forthe presence of cannabis, cocaine, opiates and benzodiazepines at the roadside or in apolice station.
The RSA is also collaborating with the HRB and Medical Bureau of Road Safety to complete
a report examining driver/motorcycle driver fatalities with a positive toxicology for aselection of drugs, including alcohol. Preliminary findings indicate that of the 379
driver/motorcycle driver fatalities with a toxicology result available between 2013 and2017, 13% had drugs and alcohol present, 16% had drugs only present, and 23% had
alcohol only present.
One of the SPIs includes a measure for drivers driving without other drugs which impair
driving. In the SPI survey in 2021 of 1 013 drivers, 3% said they have driven after using
illicit drugs (e.g. cannabis, cocaine) in the past 12 months. Of all drivers, 10% said they
have driven after taking medication that carries a warning that it may influence driving
ability in the past 12 months.
Use of mobile phones while driving
An increasing problem for traffic safety is distraction, namely through the use of mobile
phones while driving. Restrictions in Ireland on the use of mobile phones while driving
came into effect in May 2014. The regulations make it an offence to hold a mobile phone
while driving a mechanically propelled vehicle.
The 2018 mobile phone survey found that out of the 14 221 drivers observed, 8% wereobserved using their mobile phones (4% of drivers holding it to their ear and 4% in theirhand).
In a 2021 survey of 1 220 drivers’ attitudes and behaviour, 28% use their mobile phone
while driving to read messages and emails or check their phone notifications and social
media. While 16% use their mobile phone while driving to write messages and emails or
respond to social media posts or take photos and videos to share on social media at least
sometimes.
Seat belt and helmet use
Seat belt use has been compulsory in front and rear seats since 1971. Children must be
protected by a child restraint appropriate for their size and weight.
A 2018 observational survey of seat belt wearing showed that adults’ overall seat belt
wearing rate was 94%. The wearing rate for drivers and front-seat passengers was 94%

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and 89% for rear-seat passengers. A total of 89% of children observed were wearing
seat belts. In cars with a driver and front-seat passenger, when the driver was wearing
a seat belt, 97% of the front seat passengers were wearing a seat belt. When the driver
was not wearing a seat belt, 51% of front-seat passengers in the same car were notwearing a seat belt.
A review of fatal crashes that occurred during the last strategy (2013-2020) found that
26% of car user fatalities were not wearing a seat belt.
In the 2021 survey of 1 220 drivers’ attitudes and behaviour, respondents were asked
how often they wore a seat belt as a driver, front-seat passenger and rear-seatpassenger. Of the sample, 96% said they always use a seat belt as a driver, 95% as afront seat passenger and 83% as a rear seat passenger. Only 79% of drivers said they
always insist that seat belts are worn by those in the rear of their vehicle, compared to
90% who said they always insist those passengers wear them in the front.
All riders of powered two-wheelers are required to wear helmets. A roadside observation
study of motorcyclists in 2018 found that 99.5% wore helmets. In a national online
survey conducted in 2019 with 450 motorcyclists, 91% said they wore a helmet all of thetime.
There is no mandatory helmet use law for cyclists. Of all cyclists observed in a 2018
roadside survey, 47% wore a helmet. Further analysis found that 50% of cyclists using
their bikes wore a helmet, while 22% of those using the public bike scheme wore helmets.

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Road safety data for Ireland at a glanceLong-term road safety trends for Ireland

Reported safety data
Fatalities
Injury crashes
Deaths per 100 000 population
Deaths per 10 000 registeredvehiclesDeaths per billion vehicle
kilometres
Fatalities by road user

1990

2000

2010

2018

2019

2020

2019

2020 % change over
2010
2000
1990

478

415

212

137

140

147

5.0

-30.7

-64.6

6 067

7 757

5 780

6 069

5 819

4 428

-23.9

-23.4

-42.9

-69.2
-27.0

13.6

11.0

4.7

2.8

2.9

3.0

3.7

-36.5

-73.0

-78.3

4.5

2.5

0.9

0.5

0.5

0.5

2.9

-41.2

-79.1

-88.6

19.2

11.5

5.0

2.9

3.0

4.1

36.4

-19.3

-64.8

-78.9

Pedestrians

150

85

44

41

27

33

22.2

-25.0

-61.2

-78.0

Cyclists

46

10

5

9

8

10

25.0

100.0

0.0

-78.3
-58.5

Motorised two-wheelers

41

39

17

15

16

17

6.3

0.0

-56.4

Passenger car occupants

206

260

130

61

81

70

-13.6

-46.2

-73.1

-66.0

Other road users

35

21

16

11

8

17

112.5

6.3

-19.0

-51.4

0-14 years

46

22

6

3

4

8

100.0

33.3

-63.6

-82.6

15-17 years

28

23

7

5

2

6

200.0

-14.3

-73.9

-78.6

18-20 years

56

63

21

9

7

4

-42.9

-81.0

-93.7

-92.9

21-24 years

53

54

34

13

16

5

-68.8

-85.3

-90.7

-90.6

25-64 years

193

195

109

79

76

92

21.1

-15.6

-52.8

-52.3

65-74 years

..

16

18

10

15

17

13.3

-5.6

6.3

..

≥ 75 years

..

28

12

18

20

15

-25.0

25.0

-46.4

..

Urban roads

167

125

49

48

33

41

24.2

-16.3

-67.2

-75.4

Rural roads

310

284

154

79

99

94

-5.1

-39.0

-66.9

-69.7

Motorways

1

6

9

10

8

10

25.0

11.1

66.7

900.0

24 89636 00142 16647 54547 07236 237

-23.0

-14.1

0.7

45.6

1 054

1 684

2 416

2 729

2 791

2 848

2.1

17.9

69.1

170.2

300.5

445.8

531.1

565.0

569.1

573.7

0.8

8.0

28.7

90.9

Fatalities by age group

Fatalities by road type

Traffic data
Vehicle kilometres (millions)Registered vehicles(thousands)
Registered vehicles per 1 000
population

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Evolution of road fatalities, injury crashes, motorisation, traffic and GDP in
Ireland, 2000-20
Index 2000 = 100

Road fatalities per 100 000 inhabitants in Ireland in comparison with IRTAD
countries, 2020

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Road fatalities per 10 000 vehicles in Ireland in comparison with IRTAD
countries, 2020

Note: in Belgium, Denmark, Germany and Hungary registered vehicles do not include
mopeds.

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Road fatalities per billion vehicle-kilometres in Ireland in comparison with
IRTAD countries, 2019

Evolution of road fatalities in Ireland by user category, age group and roadtype, 2010-20

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ROAD SAFETY REPORT 2021 | IRELAND

Road fatalities in Ireland by user category, 2020

Road fatalities in Ireland by road type, 2020

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Road fatality rate in Ireland by user category and age group, 2020
Rate per 100 000 population in the same age group

Cost of road crashes in Ireland, 2018
Unit Cost (EUR)
inflated to 2018

Number ofcollisions (2018)

Total (EUR)

Fatal

1 774 974131

363. 5 million

Serious398 0201 194

475.2 million

Minot

37 352

4 763

177.9 million

Material damage

3 003

41 375124.2 million

Total

1.1 billion

Total as % of GDP

0.4

Seat belt and helmet wearing rates
Percentages
2011

2014

Driver

94

92

Passenger

94

93

Urban roads (driver)95

94

Rural national roads (driver)

92

89

90

88

Front seats

Rear seats
General16

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Research and resources
Publications
Analysis of Road User Groups: https://www.rsa.ie/road-safety/statistics/analysis-of-roadusers.
Provisional
reviews:
fatal-collisions.

https://www.rsa.ie/road-safety/statistics/provisional-reviews-of-

Websites
Irish Road Safety Authority: http://www.rsa.ie/.
Driving for Work: http://www.drivingforwork.ie.
Road Safety Strategy 2021-2030: https://www.rsa.ie/docs/default-source/defaultdocument-library/government_road_safety_strategy_2021_2030_13th_dec21_final.pdf?sfvrsn=cf289e63_3.
Penalty points: https://www.rsa.ie/services/licensed-drivers/penalty-points.
Rules of the Road: https://www.rsa.ie/services/learner-drivers/resources/rules-of-theroad.
Campaigns: https://www.rsa.ie/road-safety/campaigns.

Definition, methodology, data collection
A road fatality is defined as a person who dies immediately following or within 30 days ofa crash.
A serious injury is defined as an injury in which a person is detained in hospital as an
inpatient, or whether or not they are detained in hospital, has fractures, a concussion,internal injuries, has been crushed, has severe cuts and lacerations, or suffers fromsevere general shock requiring medical treatment.
A slight injury is an injury of a minor character, such as a sprain or bruise.
The RSA has worked with the Health Intelligence Unit (HIU) of the Health Services
Executive to develop an appropriate methodology for reporting on serious injuries, with a
Maximum Abbreviated Scale of 3 or more (MAIS3+). Serious injury figures are estimatedby converting hospital data to MAIS3+ but have been found to be lower than that ofpolice data – a counterintuitive finding. Matching hospital and police data continues to be

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the long-term goal. Further collaboration of AGS and the HIU is required to progress withthis complex work.
In Ireland, official road crash data is generated by two agencies. Members of the AGS
complete detailed road crash reports, which are subsequently forwarded to the RSA for
analysis and publication. Reporting of fatalities is comprehensive in Ireland; however,historically, serious injury collisions have been found to be likely to be underreported.
As of 1 January 2014, the reporting and collection of road crash data moved from apaper-based system to an electronic format. This system allows a two-way validation
process between AGS and the RSA, which will improve recording in terms of the numberof variables collected and the accuracy of the data.

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