DEKRA ROAD SAFETY REPORT 2016 - Passenger Transportation Accident Prevention Strategies on Europe's Roads
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DEKRA Automobil GmbH DEKRA ROAD SAFETY REPORT 2016 Passenger Transportation Accident Prevention Strategies on Europe‘s Roads Accidents: The human Vehicle Acute risk of factor: technology: missing EU Paying attention is the Saving lives through targets for 2020 best safety strategy technical safety
ACCIDENTS
CAN BE
AVOIDED
ON THE ROAD AT WORK AT HOME
GLOBAL
PARTNER
FOR A
SAFE
WORLD
Editorial
Tackling Challenges with Even More Focus
T he number of road users killed or injured in
the EU has been falling more or less continu-
ously over a long period. Over the past two years,
portant and recognized con-
tribution to enhancing road
safety, as do the numerous ac-
however, this positive downward trend seems to cident research projects and
have stalled somewhat. Take Germany, for exam- crash tests that DEKRA con-
ple: Here, the number of traffic fatalities in 2014 in- ducts. And our accident ana-
creased on the previous year by 1.1% to 3,377. Ac- lysts are regularly called upon
cording to provisional figures for 2015, as recorded to investigate the causes of
by the German Federal Statistical Office, the 3,475 road accidents at the scene.
traffic fatalities point to an almost 3% increase on Furthermore, our experts are
the previous year. Things don’t look much better in highly valued by national and
France, either: Here, 3,384 traffic fatalities were re- international committees as
corded in 2014 – a 3.5% increase on 2013. For 2015, competent partners in dia-
the “Observatoire National Interministériel de la log. Not to forget the numer-
Sécurité Routière” is forecasting a 2.4% increase in ous publicity campaigns that
the number of traffic fatalities to 3,464. In Italy, too, DEKRA regularly initiates. Clemens Klinke, Member of the Board of Management
the number of traffic fatalities in 2015 is expected to DEKRA SE, Head of Business Unit Automotive
be higher than in 2014. Likewise, we consider the
annual DEKRA Road Safety Report – first published
Given the EU’s strategic target of halving the in 2008 – as yet another contribution to ensuring
number of traffic fatalities between 2010 and 2020, that the number of people killed or injured on the
this is an alarming trend. Indeed, there’s an acute EU’s roads, wherever possible, keeps falling. With
risk that this target will be missed. In light of the this latest report, DEKRA is once again providing
successes already seen, it will undoubtedly become food for thought, recommendations and advice for
ever harder to maintain the greatest possible year- politicians, traffic and infrastructure experts, man-
on-year percentage reductions. All the more reason, ufacturers, scientific institutions and associations, as
therefore, to urgently call upon all stakeholders to well as all road users.
make every effort to reverse the trend and mirror the
successes of previous years. This challenge applies as Where in previous years we devoted our efforts to,
much to vehicle technology as it does to infrastruc- among other things, pedestrians and cyclists, rural
ture, road construction, legislation, traffic monitor- roads, urban mobility and milestones especially in
ing, emergency services, road safety education and the development of new vehicle technology and the
other preventive measures. The focus, however, must resulting future potential, this time our focus is on
always be on people – after all, it is people who, as passenger transportation. One of our key focuses is
road users, will always be vulnerable to hazards. That the car – after all, cars still account for by far the big-
said, people can also help themselves to avoid haz- gest proportion of our means of individual mobility.
ards through their own behavior and so make an ex- At the same time, car drivers constitute the road user
tremely important contribution to road safety. group most frequently involved in accidents with ca-
sualties: In Germany in 2014, the figure was 63.5%. It
Through its various activities, DEKRA, too, is is precisely here that we need to act. In the following,
committed to road safety – for example, the regu- DEKRA will discuss in detail what it considers to be
lar vehicle inspections that we perform make an im- the central spheres of activity.
2|3
Contents
Editorial 3 Tackling Challenges with Even More Focus
Clemens Klinke, Member of the Board of Management DEKRA SE, Head of Business
Unit Automotive
Greeting 5 A Safe Road to Future Mobility
Alexander Dobrindt (MdB), German Federal Minister of Transport and Digital
Infrastructure
Introduction 6 Safely into the Future
The majority of traffic can still be found on our roads, a fact driven by not only
economic globalization but also increasing mobility in both our professional and
private lives. But mobility has its price – traffic jams, exhaust emissions, noise and
accidents with material damage and sometimes serious personal injury. This is why
an integral approach is so urgently required for making road traffic better and safer.
Accidents 16 Acute Risk of Missing EU Targets for 2020
When it comes to road accidents with casualties, car occupants account for the
highest number of fatalities and injuries. In Germany alone in 2014, almost 50% of
all people killed on the roads were occupants of a car; among those suffering minor
and serious injuries, this figure was more than 55%.
Examples of Accidents/ 30 Compelling Examples of Accidents in Detail
Crash Tests Eight selected incidents
The Human Factor 36 Paying Attention Is the Best Safety Strategy
Whatever mode of transport you use, road accidents generally have multiple caus-
es – above all, excessive speed, inattention or alcohol. The person at the wheel is
the biggest risk factor, which is why our attention must also be focused on people
if we want to make our roads even safer.
Vehicle Technology 46 Saving Lives Through Technical Safety
The EU Commission’s objective is to have next to no more traffic fatalities on Europe’s
roads by 2050. To achieve this goal, the focus needs to be on not only driver assis-
tance systems such as ESP but also, increasingly, the next levels, that is, automated
driving systems
Infrastructure 58 Well-Maintained Roads Are Key
In addition to in-vehicle passive, active and integral safety systems, compliance with
traffic rules and correct behavior on the roads, the infrastructure also makes a key
contribution to road safety.
Summary 64 A Clear Goal: Let’s Get Back onto the Road to Success
Although the risk of suffering fatal or serious injuries in passenger transportation has
decreased significantly over the past few decades in nearly every EU member state,
we must not rest on our laurels when it comes to the efforts to improve road safety
even further. As this report has demonstrated in the preceding chapters, action still
needs to be taken in a number of areas.
Contacts 66 Any Questions?
Contacts and bibliography for the DEKRA Road Safety Report 2016
The new web portal Since 2008, DEKRA has been publishing the annual European Road Safety Report
in printed form in several languages. Coinciding with the publication of the DEKRA
www.dekra-roadsafety.com Road Safety Report 2016, the new web portal www.dekra-roadsafety.com is also
going online. In this portal, not only can you find more detailed information on the
content of the printed report (e.g. in the form of moving images or interactive graph-
ics) but it also covers a range of other topics and DEKRA activities concerning road
safety. When reading the printed version on your tablet or smartphone, you can call
up the web portal directly using the QR codes.
Scan the codes using an ordinary QR code reader and you will be taken directly
to the corresponding content.
IMPRINT
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Greeting
A Safe Road to Future Mobility
A recent McKinsey study shows that Germany is
the world leader in mobility. Nowhere else in
the world are goods and people transported more
reducing risk situations. In
addition, we are support-
ing the market penetration
effectively than right here. This is the foundation of of innovations such as the
our prosperity and the basis for unlimited freedom turning assistant for trucks
through individual mobility. and the eCall system. Fur-
thermore, on the A9 in Ba-
All of this requires a high-performance infrastruc- varia, we have launched the
ture and safety on the roads, to which independent “Digitales Testfeld Autobahn”
testing organizations make an essential contribu- project, a collaboration with
tion. They guarantee the safety of progress in mo- the automotive industry and
bility in Germany and help to ensure the smooth digital economy aimed at
flow of traffic on our roads. promoting automated and
networked driving and, in
Our goal is a 40% reduction in the number of traffic so doing, paving the way for
fatalities by 2020. The figures prove that we are on a whole new quality of road Alexander Dobrindt (MdB), German Federal Minister of
the right track, with fewer accidents occurring de- safety. To encourage more Transport and Digital Infrastructure
spite greater mobility and more traffic. Overall, the conscientious mobility, we
number of accident fatalities since 2011 has already are also investing record
fallen by 16%. This is testament not least to the suc- sums in educational campaigns alerting people to
cess of our road safety program and other measures the dangers of excessive speed, inattention at the
such as accompanied driving at the age of 17. wheel or the importance of wearing a helmet when
riding a bicycle or motorcycle.
We want to build on this positive trend by imple-
menting safety measures on our roads, providing Road safety is a joint task for politicians, road safe-
information and educational advertising and mak- ty organizations and society as a whole. Through
ing the jump to Mobility 4.0. To achieve this, we close collaboration, we can successfully build on
will be increasing our investment in infrastructure the trend toward greater mobility and fewer acci-
in the second half of the road safety program to a dents. DEKRA and its Road Safety Report are key
record level of around €14 billion in 2018. We are fellow travelers on this journey.
also pursuing targeted strategies such as the cam-
paign against heat blow-ups aimed specifically at Safe driving!
4|5
Introduction
Safely into the Future
The majority of traffic can still be found on our roads, a fact driven by not only globalization of the manufacturing econo-
my but also increasing mobility in both our professional and private lives. But mobility has its price – traffic jams, exhaust
emissions, noise and accidents with material damage and sometimes serious – even fatal – injury. This is why an integral
approach is so urgently required for making road traffic better and safer. Automated driving and Mobility 4.0 can help to
lay important foundations for this.
W hether by car, motorcycle, moped, pedelec,
bicycle, public transport – buses, trains and
airplanes – or on foot, “passenger transportation”
For decades, cars have accounted for by far the
highest amount of passenger kilometers traveled
by any mode of transport. This is shown by, among
is nothing more than a general term referring to other things, the most recent figures published by
the conveyance of persons from A to B, encom- the Statistical Office of the European Union (Eu-
passing the technical, technological, organiza- rostat) from 2012 (Figure 1). During the year in
tional and economic conditions of the mobility of question, passenger cars accounted for 83.3% of
people and of the people themselves. all inland passenger transport in the EU-28; bus-
Milestones in passenger transportation
1662 The world’s 1839 The first 1863 The 1881 The world’s first electric
first horse-drawn horse-drawn world’s first streetcar enters service in Berlin.
omnibuses (“car- streetcar enters underground
rosses à cinq sols”) service in Eu- railway opens
enter service in rope between in London.
Paris, although Montbrison
1886 The German inventor Carl
they are taken out and Montrond
Benz files the “Benz Patent-Motor-
of service again in France.
wagen Number 1”, heralding the
after just a few
age of the modern internal combus-
years.
tion engine automobile.
1650 | | 180 0 | | 1850 | | | | 1860 | | | | 1870 | |
es, coaches and trolley buses 9.2%; and trains 7.4%. 1 Importance of selected forms of transport
Between 2002 and 2012, car usage increased sig- In all EU member states, passenger cars account for by far the biggest proportion of inland passenger transport.
nificantly in many states that joined the EU in 2002 2012
2004 and 2007 – in Bulgaria, for example, car us- Cars Buses* Trains Cars Buses* Trains
age rose by more than 30%. In contrast, the relative EU-28 83.6 9.6 6.8 83.3 9.2 7.4
importance of the car as a mode of inland passen- Austria3) 79.4 10.9 9.7 78.5 10.0 11.5
ger transport fell in eight of the old EU-15 mem- Belgium2) 82.3 11.4 6.3 80.4 12.4 7.1
ber states. Between 2002 and 2012, this trend was Bulgaria 61.2 33.4 5.4 80.1 16.9 3.0
most clearly observed in Italy (minus 5.3%), Lux- Croatia 82.2 13.3 4.5 85.8 10.7 3.5
embourg (minus 3.3%) and the United Kingdom Cyprus 77.4 22.6 – 81.3 18.7 –
(minus 2.8%). But in the three biggest EU member Czech Republic2) 79.1 18.7 7.5 74.8 16.8 8.4
states – Germany, Spain and France – the relative Denmark 79.1 11.7 9.2 80.2 9.7 10.1
importance of the car also fell, even if only margin- Estonia 71.7 26.5 1.8 83.6 14.6 1.8
ally by an average of around 1.5%. Finland 84.1 11.1 4.8 84.9 9.8 5.3
France 86.4 5.0 8.7 85.1 5.4 9.5
MAJORITY OF JOURNEYS Germany 86.2 6.7 7.1 85.4 5.7 9.0
MADE BY CAR Greece 75.1 23.0 1.9 81.6 17.7 0.7
Hungary2) 61.1 25.0 13.9 67.7 22.2 10.1
A person’s choice of transport depends on a num- Ireland 81.0 15.6 3.5 82.8 14.4 2.8
ber of factors – for example, on the purpose of the Italy 83.3 11.1 5.6 78.9 15.0 6.1
journey, age and personal finances. According to Latvia 76.6 18.6 4.8 76.9 18.3 4.8
the statistical compendium “Transport in Figures Lithuania 82.0 15.4 2.5 91.0 8.2 0.8
2014/15”, which is compiled by the German Insti-
Luxembourg 85.7 10.5 3.9 83.0 12.4 4.6
tute for Economic Research and published by the
Malta 79.4 20.6 – 82.5 17.5 –
Federal Ministry of Transport and Digital Infra-
Netherlands 86.4 4.3 9.3 88.2 3.0 8.8
structure (BMVI), more than 1.13 trillion passen-
Poland4) 77.0 13.5 9.5 84.6 10.7 4.8
ger kilometers were covered in Germany in 2012.
Portugal4) 84.9 10.9 4.3 89.3 6.6 4.1
Of these, 915 billion were by motorized individual
Romania4) 75.8 12.3 11.9 82.2 12.9 4.9
transport – and here, above all, by car. Recreation-
Slovakia 66.8 26.0 7.2 77.8 15.1 7.1
al and vacation trips accounted for around 40% of
Slovenia 83.9 13.2 3.0 86.7 11.1 2.3
these journeys (see also Figures 2 to 4). As the 2008
Spain 82.5 12.3 5.2 80.7 13.7 5.6
“Mobility in Germany” survey revealed, an “aver-
Sweden2) 84.0 8.2 7.8 84.3 6.7 9.1
age person” takes 3.4 trips every day, covering a to-
United Kingdom4) 88.4 6.4 5.2 86.0 5.8 8.2
tal of 39 kilometers, and with the average single trip
Iceland 88.6 11.4 – 88.5 11.5 –
covering almost 12 kilometers. Around 88% of all
Norway 89.0 6.9 4.1 89.7 5.6 4.7
business trips and 70% of all journeys to work are
Switzerland 80.1 5.1 14.8 77.7 5.1 17.2
taken by car or some form of motorized two-wheel-
FYR Macedonia 81.3 16.7 1.9 77.8 20.7 1.5
er. Big differences can be observed in a person’s
Turkey2) 49.0 47.8 3.1 61.6 36.6 1.7
choice of transport depending on whether they live *
Transit buses, coaches and trolley buses. 1) Not including motorized two-wheelers. 2) Passenger cars: break in series.
in an urban area or in the country: Motorized indi- 3)
The railway in Liechtenstein is owned and operated by the Austrian ÖBB and is included in its statistics.
vidual transport has for years accounted for almost
4)
Buses: break in series. Data source: Eurostat
1895 First reg- 1900 The 1902 The German 1907 In Offenbach, 1912 The first
ular service in Paris Métro inventor Otto Schulze Germany, segregated electric traffic
Germany with a opens during develops the eddy-cur- cycle facilities are signal with red
fuel-driven bus the World’s rent tachometer for constructed along the and green lights
between Siegen Fair. road vehicles and has it “Offenbacher Alleen- is installed in
and Netphen. patented in Berlin. Au- ring”. It is the oldest Salt Lake City,
tomobile manufacturers existing cycle path in Utah.
install speedometers as Germany.
standard from 1910.
| | 1880 | | | | 1890 | | | | 190 0 | | | | 1910
6|7
Introduction
50% of all traffic in urban areas; in rural areas, how- ture. At a detailed level, the individual studies and
ever, this figure is more than 60%. In urban areas, underlying assumptions contain significant differ-
public transport networks are often much better ences, for example in terms of trends in transpor-
developed and are used for around 15% of all trips, tation, technical progress as well as the social and
three times more than in rural regions, where only economic framework. But one thing they all large-
5% of trips are made by public transport. ly agree upon is that the role of motorized passen-
ger transportation will continue to grow, if not
ROLE OF MOTORIZED PASSENGER quite as quickly as in the past. The latest Shell Pas-
TRANSPORTATION CONTINUES TO GROW senger Car Scenario 2014, for example, expects the
proportion of motorized individual transport in
Numerous studies published over the past few the overall share of land-based modes of transport
years have focused on the traffic trends of the fu- to remain at the current level in the future, as well.
The German Ministry of Transport, too, has
2 created a new traffic forecast as part of the Federal
Total distance traveled by vehicle type Transport Infrastructure Plan for 2015. According
Passenger cars account for by far the greatest distances traveled. to this, between 2010 and 2030 the use of motor-
800 726 ized passenger transportation is expected to in-
Billions of kilometers
600 574
crease by around 10% – despite the falling number
of inhabitants. According to the forecast, the in-
Other motor vehicles1)
400 Trucks and semitrailer tractors crease in car traffic can be primarily attributed to
Buses the greater “automobility” of older people. The use
Cars and station wagons
200
Mopeds and motorcycles of public road transport – including long-distance
coaches – is expected to increase by 6%, the use
0
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 of rail transportation by around 19%. And with
Conventional tractors with semitrailers and special-purpose vehicles not designed for conveying loads; as of 2006, vehicles with a specific function
1) growth of around 65%, air traffic remains a strong
(e.g. motor homes, ambulances) are counted as passenger cars. Data source: BMVI (Federal Ministry of Transport and Digital Infrastructure) growth industry.
3 4
Proportion of people-carrying modes of transport Purposes of travel in 2012
The number of passenger kilometers traveled increased by almost 30% between 1991 and 2013. More than 40% of travel is for vacation and leisure purposes.
43+22+16145s
1,200 1,141
Billions of passenger kilometers
Accompanying
1,000 trips
875
Business 4,9
800 Vacation
14,2
and leisure
600
Air2) Total: 42,8
400 Rail 1,206 billion
Public road transport Shopping 16,1 pkm*
200 Motorized individual transport1)
0 * Passenger
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 Travel to 21,9
work/training kilometers
1)
Motorized individual transport: New methodology introduced in 1994, resulting in higher transport volume.
2)
Air traffic: New survey method introduced in 2010. Data source: BMVI Data source: BMVI
1921 Engineers work- 1933 Europe’s first 1937 The Berlin-
ing for the Radio Air pedestrian light is based manufacturer
Service at the McCook installed in Copen- Gaubschat unveils
aviation experimenta- hagen, Denmark. a passenger road
tion station in Dayton, Pedestrian lights train with corridor
Ohio, unveil to the do not appear connection.
public the first driver- in Germany until
less, radio-controlled 1937 (Berlin).
car.
1920 | | | | 1930 | | | | 1940
In other EU member states such as Italy, the use
of motorized passenger transportation is also like-
ly to increase. A study published in Rome in May
2015 by the social research institute Censis (Cen-
tro Studi Investimenti Sociali) and the association Violeta Bulc
of car rental companies ANIASA (Associazione European Commissioner for Transport
Nazionale Industria dell’Autonoleggio e Servizi
Automobilistici) came to the conclusion that the Harmonization of technical standards and promotion
number of people using cars will increase by al- of new technologies
most 10% between 2010 and 2030.
While road safety is a real Europe- prevent crashes linked to technical
an success story, we are still losing failure.
MORE TRAFFIC 70 lives on our roads every day. Promoting the use of new tech-
This is hard to accept, and there are nologies, which can compensate
FATALITIES IN 2015 a lot of things we can do to prevent errors and distraction or prevent
road crashes or in some cases at offences, is also a priority. We en-
Given that road haulage transport, too, is set to in-
least to limit their consequences. courage car manufactures to com-
crease significantly – according to the BMVI, by The European road safety poli- mit to their deployment by work-
39% between 2010 and 2013 in Germany alone – cy is inspired by the ‘safe system’ ing on the definition of standards
the high volume of traffic will continue to consti- approach. This includes infrastruc- and certification procedures. The
tute a major challenge particularly with regard to ture design, such as “forgiving most cost-effective safety systems
road safety. That much is clear when you look at the roads”, as much as the safety of should be adopted as standard
vehicles. vehicle equipment. The reviewed
accident statistics for Germany in 2015. Accord-
As far as the safety of vehicles is general safety regulation for
ing to preliminary figures released by the Federal concerned, harmonising technical type-approval will be an efficient
Statistical Office of Germany, the total number of standards at European level has a legal instrument in setting the
accidents in which people were either injured or great impact on road safety. We mandatory safety equipment for
killed was 305,900 – a 1.1% increase on 2014. For are working now on the implemen- vehicles registered within the EU.
tation of the recent roadworthiness Road safety is indeed our com-
the second time in succession, the number of traf-
legislation, introducing tougher mon business and, together, we
fic fatalities has also increased, this time to 3,475 rules on vehicle testing in order to can do better!
– a 2.9% increase on 2014, when 3,377 traffic fatal-
ities were recorded.
This overall negative trend can be seen else-
As the current figures for January to Novem- where, too, not just in Germany. The initial prelim-
ber 2015 show, the trends in the number of traffic inary figures from France do not look promising,
fatalities in the various road user groups in Ger- either. For 2015, the “Observatoire National Inter-
many varied considerably. As the Federal Statisti- ministériel de la Sécurité Routière” (ONISR) fore-
cal Office of Germany reports, more car occupants casts a 2.4% rise in the number of traffic fatalities
(+ 61), more riders and passengers of officially li- to 3,464 – with 2014 already seeing a 3.5% rise. The
censed motorcycles (+ 41) and more pedestrians (+ primary cause of 25% of fatal accidents was found
27) died compared with the first eleven months of to be excessive speed, with alcohol and drugs play-
the previous year. In contrast, fewer people died ing a role in another 25%. And, mirroring trends in
on insurance-licensed motorcycles (– 21) and on Germany, 2015 saw significantly more people die in
bicycles, including pedelecs (– 26). France as occupants of cars (+ 8%).
1938 In May, the US magazine 1951 The general in- 1952 Kässbohrer Fahr- 1954 A medical-psycho-
“Popular Science” publishes the spection is introduced zeugwerke unveils the logical assessment (MPA)
first ever report on automated for motor vehicles in first modern articulated is introduced in Germany
traffic of the future. It presents a Germany. The general bus with a wide corridor to assess a person’s
vision of a world in which all cars inspection is designed between the front and fitness for driving.
follow electric cables that are to ensure that the num- rear carriage.
buried beneath the pavements of ber of vehicles on the
superhighways and emit electro- road with technical
magnetic impulses that control the safety defects is kept to
speed and direction of travel. a minimum.
| | | | 1950 | | | | 1960
8|9
Introduction
frastructure), these technologies can also help to
further reduce the number of accident-critical sit-
uations and, in turn, the number of serious acci-
dents resulting in death and serious injury.
Already today, some vehicles are semi-auto-
mated and networked. In the future, the number
of vehicles featuring automated driving and net-
working functions will increase significantly. For
road traffic, a number of digital “test fields” are
currently being set up in Germany. One of these
is a stretch of A9 Autobahn in Bavaria (“Auto-
bahn 4.0”), on which partial and highly automat-
ed driving – and, looking ahead, even fully auto-
matic driving from time to time – is to be trialled.
Important discussions and a diverse range of
In 2015, German police research projects are currently taking place in the
recorded around 2.5 million AUTOMATED DRIVING OFFERS REAL field of automated driving. Journalists are reporting
accidents. The number of POTENTIAL FOR PREVENTING ACCIDENTS almost every day on “autonomous vehicles.” De-
accidents resulting in physical pending on one’s existing knowledge, however, the
injury rose by 1.1% compared Against this background, the top priority must terms are often blithely confused, leading to unre-
with 2014 to 305,900. be to exploit every opportunity available to alistic expectations among consumers. Experts are
bring about a further reduction in the number of now calling for the term “autonomous” (i.e. self-de-
road accidents and casualties. Modern vehicles termined, self-reliant, independent) to be dropped
equipped with ever more advanced assistance sys- in reference to ongoing vehicle automation.
tems and functions are already playing an import-
ant role. Accident researchers at the Allianz Center DIFFERENT LEVELS OF
for Technology (AZT) have established, for exam- AUTOMATED DRIVING
ple, that the number of accident-critical situations
could be reduced by 32 to 82% if adaptive cruise For a more effective classification of past, current
control (ACC) and forward collision warning and future developments, the companies that col-
(FCW) were activated in 51% of cars on highways. laborate within the framework of the German As-
On rural roads and in urban areas, too, such sys- sociation of the Automotive Industry have devel-
tems could help to cut the number of accidents by oped a six-level system. This classification describes
an impressive 32 to 45%. Mobility 4.0 key technol- which tasks the vehicle assumes with its assistance
ogies play an important complementary role here, systems and which are executed by the driver and/
too. Thanks to intelligent infrastructure and the or what requirements are placed on the driver.
networking of vehicles to facilitate communication
either between cars (car-to-car) or from cars to Level 0 describes permanent driving without
centralized and decentralized systems (car-to-in- actively intervening assistance systems. Here, the
1961 The inspection 1966 On February 1, the German TV 1968 In London, 1968 The US Department of Transportation
tag is introduced in broadcaster ARD starts broadcasting the Victoria Line (DOT) launches a program for the development
Germany as verifi- the series “Der 7. Sinn” [The 7th Sense]. enters service as of experimental safety vehicles and, via its
cation that a vehi- Once a week, in a prime-time slot just the world’s first subordinate National Highway Traffic Safety
cle has passed its before the main news, aspects relating fully automatic, Administration (NHTSA), initiates the interna-
general inspection. to road safety, rules of conduct and tips computer-con- tional “Technical Conference on Experimental
for car drivers and adult road users are trolled under- Safety Vehicles” (today, “Enhanced Safety of
presented are vividly presented. The last ground railway Vehicles” (ESV)). The conference continues to
episode, for the time being, is broadcast line. take place every two years at different venues
in December 2005. all over the world.
1960 | | | | 1965 | | | | 1970driver assumes full responsibility for driving the
vehicle, whether straight ahead or to the left or
right. At level 1, the driver is supported by active
systems that drive the vehicle straight ahead or Melanie Schultz van Haegen-Maas Geesteranus
steer it to the left or right. If adaptive cruise control Minister of Infrastructure and the Environment of
regulates the speed and distance from the vehicle the Netherlands
ahead, for example, the driver remains responsible
for steering. However, the driver must be able to Promotion of intelligent mobility solutions
intervene in straight-ahead driving in critical situ- Innovations in the field of mobili- have called for a change in Dutch
ations in order to execute, for example, emergency ty – even if they seem so promising law to allow manufacturers to per-
braking. Conversely, active park assist can help to – often have a hard time winning form comprehensive testing of their
steer the car during parking, with the driver only recognition. “If I had asked peo- self-driving cars on public roads.
having to operate the gas and brake pedal. ple what they wanted, they would We are collaborating with the in-
have said faster horses,” Henry dustry according to the “learning
Ford once said. Fortunately, Ford by doing” principle. In this way, I
Level 2 describes partially automated driving, followed his entrepreneurial insight am seeking to create a productive
whereby the driver, in an appropriate situation, and paved the way for journeys environment in which innovations
hands over full control of straight-ahead driving faster and longer than anyone had are promoted.
and steering to the vehicle and its assistance sys- ever dreamed of before. Furthermore, it should be possible
Today, more than a century later, to cross national borders with an in-
tems. However, the driver remains fully respon-
cars are much more comfortable, telligent, self-driving car without the
sible for the vehicle. This means that they have efficient and safer. Fundamentally, system needing to be reprogrammed
to monitor the entire system at all times and in- however, car driving has changed to take account of technical or le-
tervene immediately if required by the situation, little over time. The engine is still gal differences. For this reason, I am
for example at low speeds on the highway when the beating heart of any vehicle. engaged in an ongoing dialog with
the traffic jam vehicle following function is active But even that, too, is changing. the industry and my European min-
I am confident that software will isterial colleagues. We are current-
(highway traffic jam assist) or during semi-au- ly bound by international law from
one day replace the central role of
tomated parking with a system that controls not the engine. This development will the era of Henry Ford, which states
only the steering but also the drive and braking. bring numerous benefits for society that “[e]very driver shall at all times
as a whole – for example, by re- be able to control his vehicle or to
For the highly automated level 3, a system is ducing traffic jams, improving the guide his animals.” It’s clearly time
quality of life and enhancing road for this to be revised.
required that assumes responsibility for straight-
safety. In a sense, you’ll be able to If we asked car owners in Europe
ahead driving and steering and independently create a whole new car with a sim- today what they wanted, perhaps
recognizes its functional limits at which the re- ple software update. not everyone would respond with
quired environmental and other conditions are I consider it my job to promote “a more intelligent car.” But I am
no longer ensured. It then prompts the driver to the development of intelligent mo- confident that self-driving cars will
take control. The driver does not have to monitor bility solutions, which is why I offer us unprecedented benefits.
the system constantly and can even devote their
attention to other, more demanding secondary
tasks. This is why it is important that the system
prompts the driver to take over the controls with
sufficient advance warning, giving them enough
time to safely take over the driving task.
1970 The “European Enhanced 1974 On January 1, three-point 1975 In Japan, Konuske
Vehicle-Safety Committee” (EEVC), safety belts become mandatory Matsushita, the founder
which focuses on preregulatory in the Federal Republic of Ger- of Panasonic, unveils an
research, is founded as a Euro- many on the front seats of newly e-bike.
pean counterpart to the US ESV registered cars. The installation
program. The EEVC developed, for of safety belts on the rear seats
example, the testing and inspection of newly registered cars does not
procedure for occupant protection become mandatory until May 1,
in front and side collisions and the 1979. On August 1, 1984, fines
component tests for pedestrian are introduced for not wearing
protection. safety belts.
| | | | 1975 | | | | 1980
10 | 11Introduction
Assisted, partially and highly automated driv- hicles shall have a driver.” Article 13 goes further:
ing at levels 1 to 3 has not only already been tech- “Every driver of a vehicle shall in all circumstanc-
nically achieved, but is undergoing constant re- es have his vehicle under control so as to be able to
finement and enhancement toward the fully exercise due and proper care and to be at all times
automatic level 4. Due to the “Vienna Conven- in a position to perform all maneuvers required
tion on Road Traffic” from 1968, however, the le- of him.” Driverless cars are, therefore, legally for-
gal framework conditions do not (yet) allow even bidden. In March 2016, an internationally recog-
highly automated driving (level 3) under normal nized revision of the text was published to take
traffic conditions. Article 8 stipulates the follow- future account of highly and fully automated ve-
ing: “Every moving vehicle or combination of ve- hicles (levels 3 and 4). According to this, systems
Antonio Avenoso
Executive Director of the European Transport Safety Council (ETSC)
Has Intelligent Speed Assistance’s time finally come?
For years, speed has been recognised The technology has also been boosted premium cars to the mass market, would
as one of the three main contributing by the increasing use of hardware on take years longer than a regulatory ap-
factors to deaths on our roads. And for vehicles such as GPS, front facing cam- proach.
more than a decade, ETSC has been eras and manual speed limiting systems ISA has been trialled in many mem-
advocating the benefits of Intelligent which, effectively, can just be repro- ber states, and while drivers take a short
Speed Assistance (ISA), a driver assis- grammed to add intelligent speed assis- time to adjust to the technology, the ma-
tance system that a 2014 Norwegian tance as an option. jority appreciated it. One obvious ben-
study found to be the ‘most effective’ This year, the European Commission efit, as Ford has pointed out in a recent
in saving lives. We are optimistic that is expected to propose the next set of marketing campaign, is that it helps driv-
2016 could prove to be a turning point mandatory vehicle safety standards for ers avoid speeding tickets.
in wide adoption of the technology. the European market, and there are While much of the hype in the media
ISA uses a speed sign-recognition vid- promising signs that ISA will be includ- these days is concerned with autono-
eo camera and/or GPS-linked speed ed. A report for the Commission by con- mous vehicles, ETSC believes that policy-
limit data to advise drivers of the current sultants TRL earlier this year found ISA makers should not focus their regulatory
speed limit – and the most advanced to be ‘feasible in terms of the technolo- eyes too far in the future. Semi-automat-
systems can automatically limit the gy required’, already available on the ed systems already available and ap-
speed of the vehicle as needed (though market and offering a positive bene- proved for use have the potential to save
the driver is still able to override the sys- fit-cost ratio. many lives today. They should make sure
tem). The first vehicles with this kind of The importance of the adoption of the that ISA, together with other proven tech-
ISA system factory fitted started appear- technology cannot be underestimated. nology such as Intelligent Speed Belt
ing on the market this year – helped in ISA is expected to reduce collisions by Reminders and Automated Emergency
part by Euro NCAP’s decision to reward 30% and deaths by 20%. But waiting Braking, are fitted as standard as soon
extra points for vehicles that include ISA. for the technology to trickle down from as possible.
1980s General Motors 1982 With his study of 1992 The “Contrôle 1995 Robert Bosch GmbH and Mercedes-Benz
equips a number of its the “Gelhard-E-Bike”, Technique” – equivalent introduce the electronic stability program
models destined for Egon Gelhard lays the to the general inspection (ESP), a brake-based driver assistance system.
the US market with a foundations for the in Germany – becomes
black-and-white head- pedelec principle. mandatory for all newly 1995 “Vision Zero” is applied for the first time
up display, which allows registered vehicles in to road traffic in Sweden (target: zero traffic
drivers to see what France. fatalities and zero serious injuries).
speed they are driving
at without having to take
their eyes off the road.
1980 | | | | 1985 | | | |that influence the driving of a vehicle are permis- 5 Levels of automated driving
sible provided that they comply with the relevant Level 0 Level 1 Level 2 Level 3 Level 4 Level 5 100%
internationally applicable legal regulations or they Semi- Highly Fully
can be deactivated or overridden by the driver. Driver only Assisted automated automated automated Driverless
Driver has to Driver has Driver has to Driver No driver No driver
Finally, level 5 means that the driverless vehi- execute all to execute constantly no longer has required required
longitudinal longitudinal monitor the to constantly in a specific from start
cle can travel from start to finish – even over very and trans- or transverse system. monitor the case. to finish.
Degree of automation
long distances – on all road types, in all speed verse control control maneu- system.
maneuvers. vers.
ranges and under all environmental conditions.
Driver must be
Only then can a vehicle be described as truly au- able to potentially
tonomous. Everyone in the car would simply be take over the
controls.
passengers. This is equivalent to the “Google car”,
System has to
which received a huge amount of media attention execute longitudinal The system
and was originally designed without a steering and transverse assumes
wheel or pedals (Figures 5 and 6). System control maneuvers responsibility
has to in a specific case*. for all driving
execute It recognizes tasks on all
CHANGING THE LEGAL longitudinal
and trans-
system limits
and prompts the
System
can handle
road types,
in all speed
FRAMEWORK CONDITIONS No active
System
takes over
verse control driver to take over all situations
maneuvers the controls with automatically
ranges and
under all
intervention a different in a specific sufficient advance in a specific environmental
The fact is that highly and fully automated driv- system. function. case*. warning. case*. conditions. 0%
ing open up major potential for further reducing *Cases here refers to road types, speed ranges and environmental conditions. Source: VDA (German Association of the Automotive Industry)
the number of accidents and, in particular, the
number of killed or injured road users. Volvo, for
example, is pursuing its vision of zero deaths or
6
serious injuries in a new Volvo from 2020. And ac- Classification of vehicle automation
cording to a forecast made by accident research- Technically speaking, automated driving up to level 4 is already feasible, but the legal framework conditions
ers at Daimler, by 2070 the number of accidents urgently need to be changed accordingly.
with casualties in which car drivers are mainly re-
Technically viable / viable in the near future Vision
sponsible could fall to almost zero. Even if it these
predictions might not turn into reality completely,
Automated driving
they would entail further important steps toward
DEGREE OF AUTOMATION: 100%
“Vision Zero” – i.e. zero traffic fatalities and seri-
ous injuries. Of course, the legal framework con- Semi- Highly Fully Autonomous
Driver only Assisted driving
ditions urgently need revising if this vision is to be (level 0) (level 1) automated automated automated driving
(level 2) (level 3) (level 4) (level 5)
realized. In addition to the aforementioned “Vien-
na Convention on Road Traffic”, further concrete
Vehicle with Vehicle with-
amendments in traffic law need to be made, for ex- driver out driver
ample concerning the national and international
provisions regarding the rights and obligations of Legal framework conditions
road users as well as regulations regarding the reg- need to be changed
istration of motor vehicles. Source: DEKRA
1998 In Paris, 1999 On October 1, it be- 2000 BMW launches the
the new driver- comes mandatory for all newly C1, the first and so far only
less Métro line registered coaches to be fitted two-wheeler in the world
14 opens. with safety belts. Where safe- that protects the rider in
ty belts are prescribed, it is an accident by means of a
also mandatory to wear them. surrounding structure (alu-
The wearing of safety belts minum space-frame design)
in coaches and long-distance and safety belt. The C1 can,
buses becomes mandatory at therefore, also be ridden
EU level in May 2006. without a helmet.
1990 | | | | 1995 | | | | 20 0 0
12 | 13Introduction
Emmanuel Barbe
Interministerial Delegate for Road Safety
Public transport in France must remain safe
In France and in the rest of Europe, and advanced driver training; and, since address a long-standing and justified de-
public transport counts among the saf- September 1, 2015, the across-the-board mand on the part of freight carriers, is
est forms of transport. This is the case introduction of an alcohol immobilizer. without doubt an important step toward
not only for rail and air traffic but also Consequently, since 2010, the number addressing the obvious fact that driver’s li-
for public road transport, with coach- of fatal accidents on public transport has censes – unlike other forms of ID – occupy
es involved in just 0.3% of all accidents fallen by 6%. a unique position and should be available
with casualties in 2014 and urban bus- Unfortunately, this statistic is not nec- not only to law enforcers.
es in just 1.22%. The fact that it is not essarily all it seems. Since the number Despite the impressive successes that
the occupants who are most at risk in an of traffic fatalities in France in 2014 in- have been achieved, road safety remains
accident is hardly reassuring, however. creased, Bernard Cazeneuve – the Min- a high-priority task because the unaccept-
While six people died in coaches and ister of the Interior – presented an emer- ably high number of traffic fatalities in
three people in urban buses in 2014, gency plan containing 26 measures France – 3,464 in 2015 – does not even
almost five times as many people (27) aimed at improving road safety. On begin to reflect the number of road traffic
were killed in accidents involving coach- October 2, 2015, Prime Minister Manuel incidents that saw 26,143 people hospi-
es and seven times as many (21) in acci- Valls convened the ministers most strongly talized in 2015.
dents involving urban buses. Regrettably, involved in this matter to draw up a high-
most of these victims were pedestrians. ly ambitious interministerial catalog of
Despite the tragic accident that oc- measures for improving road safety. The
curred in October 2015 in Puisseguin 22 main measures – in conjunction with
(Gironde), in which 43 people were the 33 accompanying measures – re-
killed in the most appalling of circum- flect the government’s intention to identify
stances, there is still no need to directly and leverage every ounce of potential for
question the safety of this mode of trans- avoiding fatal accidents.
port. Even if the accident was triggered In this, the ambitious continuation of
by a dramatic chain of events, it is still the strategy of conducting radar speed
impossible to tell whether the findings checks plays a central role. Outsourc-
of the ongoing investigation will lead ing the use of mobile radar vans to ap-
to new recommendations regarding the proved companies, the installation of
safety of coaches. The government will dummy speed cameras, the possible use
be keeping a close eye on this. of drones, not to mention the imminent
Following the accident near Beaune use of speed radar traps that can also
in 1982, in which 53 people – includ- identify coaches are all key milestones
ing 44 children – were killed, the safety toward reducing speeding on our roads
of public transport was declared a top and make an important contribution to
priority. A whole raft of provisions were road safety.
enacted: Mandatory wearing of safe- Of particular note is measure 21, which
ty belts for all coach occupants; reduc- allows freight carriers to check wheth-
tion of the maximum blood alcohol con- er the driver’s licenses held by their em-
tent of drivers (0.2 g/l of blood); initial ployees are valid. This measure, which
2001 The first 2003 BMW 2003 On November 17, the European Parliament and 2007 The DARPA Urban 2011 In the “Road
color head- becomes the Council of the European Union enact Directive 2003/102/ Challenge – an interna- Safety Guidelines
up display is first European EC for the protection of pedestrians and other vulnerable tional competition for 2011–2020”, the
installed in manufacturer road users. This stipulates that the front ends of cars must unmanned vehicles in an European Commis-
the Chevrolet to introduce undergo a series of component crash tests to verify that urban environment – takes sion formulates its
Corvette. the head-up certain biomechanical limits are not exceeded. The impac- place in the USA. goal to halve the
display, install- tors used during testing represent the parts of a pedestri- number of traffic
ing it in the 5 an’s body that are most at risk of injury (head, pelvis and 2008 Germany’s first fatalities between
and 6 Series. leg). Since October 2005, newly certified vehicle types fully automatic, driv- 2010 and 2020.
are required to undergo testing in this way. erless underground
railway travels through
Nuremberg.
20 0 0 20 05 2010 20117
Even in conjunction with the introduction of Change of responsibility and liability with highly automated driving
highly automated vehicle functions (level 3), li- Handover to system Hand back to driver
ability issues have to be clarified (Figure 7). Re-
sponsibility for driving traditionally lies with the Driver Offer to System Request to Driver
drives handover drives hand back drives
driver of the vehicle, although the vehicle owner
is co-liable in the event of an accident within the Responsibility with Responsibility with system Responsibility with
scope of their responsibility – for example regard- driver (joint liability (liability with manufacturer, driver (joint liability
with owner, or possibly, or possibly, joint liability with owner, or possibly,
ing the technical condition of the vehicle or the manufacturer) with owner) manufacturer)
surrender of the vehicle to the driver. The manu-
facturer, too, may also be liable if a product defect
caused or contributed to the accident.
Overall, it is highly likely that, already by the (level 3). Whether this will be possible for normal
end of the second decade of this century, numer- drivers on public roads, however, seems less like-
ous car manufacturers will be offering cars featur- ly as things currently stand. Among other things,
ing functions enabling partially automated driv- level 3 driving would have to be allowed within the
ing (level 2) on highways or for parking – and not framework of applicable, further amended legisla-
just in the luxury segment. By that time, associ- tion and of the associated subordinate regulations
ated systems will probably be sufficiently techni- and implementing regulations, including clarifi-
cally advanced to enable highly automated driving cation of liability.
The facts at a glance
• Cars account for by far the highest • The number of traffic fatali-
amount of passenger kilometers ties in several EU states rose
traveled by any mode of transport. again in 2015.
• Motorized individual transport • Modern vehicles equipped
has for years accounted for almost with assistance systems and
50% of all traffic in urban areas; functions are making an im-
in rural areas, however, this figure portant contribution to further
is more than 60%. reducing the number of road
accidents and victims.
• The use of motorized passenger
transportation in Germany and • Highly and fully automated
other EU states is set to increase driving will require numerous
by around 10% between 2010 amendments to the existing
and 2030. legal framework conditions.
2014 From November 1, all new road vehicles 2015 From July 1, technical testing 2015 From November 1, in the EU,
– including everything from cars to heavy buses organizations in Germany are required newly registered heavy-duty trucks
and trucks and their trailers – in the EU must be to use a main inspection adapter during (more than 3.5 t gross weight rating)
equipped with electronic vehicle stability control general inspections on cars. This is used and buses with more than eight seats
(EVSC), generally known as ESP or ESC. This for inspecting electronic vehicle compo- (not including the driver’s seat) must be
requirement has already been in place for newly nents and is designed for the increasing- equipped with an advanced emergen-
type-approved vehicles since November 1, 2011. ly complex technology installed in cars. cy braking system (AEBS) and a lane
This equipment requirement is based on EU departure warning system (LDWS). This
regulation no. 661/2009. 2015 In September, a section of the A9 requirement has already been in place
highway in Germany becomes a des- for newly type-approved vehicles since
ignated “test track” for automated and November 1, 2013 and is also based
networked driving. on EU regulation no. 661/2009.
2012 2013 2014 2015
14 | 15Accidents
Acute Risk of Missing Eu Targets for 2020
When it comes to road accidents with casualties, car occupants account for the highest number of fatalities and injuries.
In Germany alone in 2014, almost 50% of all people killed on the roads were occupants of a car; among those suffering
minor and serious injuries, this figure was more than 55%. Furthermore, almost two thirds of all people involved in acci-
dents with casualties were car drivers. And things don’t look much different EU-wide, which is due no doubt to cars’ sheer
dominance on the roads – more than half of all journeys are made by car. However, the figures also show that, in terms of
mobility behavior, this vehicle category and its users still offer the biggest potential for initiating a disctinctive downturn in
the number of road accident victims. At the same time, the number of vulnerable road users such as riders of two-wheeled
vehicles and pedestrians is also increasing, which means that even more attention must be devoted to these road user
groups in the future. Demographic change also ultimately gives rise to additional challenges.
T he judgment of Violeta Bulc, the EU Commis-
sioner for Transport, at a press conference last
year in Brussels could hardly have been more sober-
ally bad year for road safety, particularly in terms of
the unfavorable development compared with 2013.
Although the number of traffic fatalities fell by 1.2%
ing when she stated that, in her view, 2014 was a re- to around 25,700, this percentage decline was a long
way from the fall needed to achieve the European
Commission’s strategic goal of halving the number
8
Road traffic fatalities in EU-28 since 1991 of traffic fatalities between 2010 and 2020. In figures,
The sustained downward trend is unmistakable, although it has clearly lost momentum in 2014. this would mean that the number of traffic fatalities
on Europe’s roads would have to be less than 16,000
2
in 2020. This would be just about possible with a per-
80,000 centage decline of around 7.8%, as was the case from
0
2012 to 2013 (Figure 8).
Relative annual change
Road traffic fatalities
-2
60,000
in percent
The Commissioner noted that the EU mem-
in EU-28
-4
ber states above all must be responsible for everyday
40,000 -6
road safety, for example by enforcing traffic regula-
2014: 25,645 tions, launching public information campaigns and
-8
20,000 expanding and maintaining infrastructure. The EU
Goal for 2020: 15,750 -10 bears some responsibility, too: Through legal provi-
0 -12 sions and recommendations concerning, for example,
1991
1993
1995
1997
2001
2003
2005
2007
2009
2011
2013
2015
2017
2019
1999
Year
Data source: CARE; European Commission, DG Mobility and Transport9
Fatalities in the EU member states
h
blik
eic
The number of road traffic fatalities in the EU states fell by 53% between 2001 and 2014.
rn önigr
ep u
ng Un che R
lan Irla land
K
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Change 2001–2014 2010–2014
lta Ma urrgg
es
Au nds rland
ee Gr ich
rk
ed Sch n
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ien
d en
n
ou
is
igt
i
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d
n
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d
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en
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ia
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Cy o m
U y
Ro l
ar
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en
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Slo
Slo
E st
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Sp
Cr
0
Average annual change in percent
10
20 EU average
2010 – 2014
30 -18%
40
50
EU average
60 2001–2014
-53%
70
80 Data source: CARE, February 2016
minimum requirements regarding the registration of traffic fatalities per million inhabitants: Bulgaria,
new vehicle types, technical vehicle monitoring and Latvia, Lithuania and Romania. The most danger-
the harmonization of technical standards, it can play a ous roads in the EU are in Latvia, where 106 traf-
role in improving the safety of Europe’s roads. fic fatalities per million inhabitants occurred in
2014. In Germany, the number of traffic fatalities
BIG GAP BETWEEN POORER per million inhabitants increased from 41 in 2013
AND RICHER COUNTRIES to 42 in 2014.
Broken down by member state, the statistics pub- According to the European Commission, some
lished by the EU Commission show that big dif- member states – particularly Greece, Malta, Por-
ferences still exist when it comes to the number of tugal and Spain – have enjoyed an above-average
fatal accidents. The average number of traffic fa- improvement in road safety over the years. Den-
talities in the EU in 2014 was around 51 per mil- mark, Croatia, Austria, Romania, Slovakia and Cy-
lion inhabitants. With around 30 per one mil- prus have also seen an abovce-average decline in the
lion inhabitants, the Netherlands, Sweden and the number of traffic fatalities between 2010 and 2014
United Kingdom still have the fewest traffic fa- (Figure 9). In all states, nearly half of all road users
talities. In four countries, 2014 saw more than 90 involved in accidents were in cars (Figure 10).
10
Traffic fatalities in the EU by road user group and location Car/Taxi
Motorcycle
Trucks
Trucks up to 3.5 t
Across the EU, car occupants account for the highest number of traffic fatalities – on rural roads and highways, in Moped Bus
particular, the figure is almost 60%. In urban areas, pedestrians account for nearly 40% of fatalities, significantly Bicycle Tractor
Pedestrians Others
ahead of other road user groups.
45.4 57.9 58.1
15.0
25.1
4.2
All 11.6 Urban Rural 2.5
High-
14.6 roads 2.7 traffic 2.7 roads 0.9 ways 2.2
2.5 1.6 2.8 3.3
2.3 0.9 2.3
5.5
2.8
11.2 10.9
7.7 15.1 8.8
22.0 11.2
39.1 2.2 5.9
Data source: CARE
16 | 17You can also read
