The toll peaked at 843 deaths in 1973, leading to the first drink-drive blitzes followed by anti-speeding and pro-seatbelt campaigns.
In 1973 the toll comprised 273 driver deaths, 250 passenger deaths, 130 motorcyclist and pillion passenger deaths, 30 pedal cyclist deaths and 157 pedestrian deaths (other = 3).
In 2010 the respective figures were; driver - 180, passenger - 98, motorcyclist/passenger - 50, pedal cyclist -10, pedestrian - 35
The largest drop percentage-wise was among pedestrians.
In 2010 40 percent of pedestrian deaths were amongst people aged 19 or younger.
The share of the population that is young today is far lower than in 1973. So demographics are making a contribution to the lower number.
But I wonder how much children not walking to school has helped lower the toll?
2 comments:
It is interesting that the lowest proportionate decrease was amongst drivers. Governments love to claim that drink-driving blitzes, speeding campaigns, etc. are responsible but the biggest factor by far is safer cars (e.g. see here). The pre-Xmas blitz in Auckland stopped 14,000 motorists, resulting in just 60 drivers allegedly over the blood-alcohol limit. That is less than 0.5% hit rate. This is hardly good policing or use of public funds.
The road toll reduction is even more impressive when the number of vehicles and drivers on the road now compared to 35 years ago is considered. Drink driving blitzes coupled with social marketing campaigns are excellent initiatives that have reduced the road toll significantly. Police are doing a great job there.
The reduction in pedestrian fatalities is mainly as a result of better road and footpath design. Nothing much to do with kids being dropped off at school.
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