Road safety in Europe

The World Health Organization issued a European Status Report on road safety.[14]

Ninety per cent of WHO countries have a safety agency[14] operating with their respective transport ministries, except in CIS countries where the topic falls under the interior minister.

Road safety policy making in the EU falls jointly on the European institutions and member states; and it is the European Commission (EC) which has a particularly important role in overseeing road safety policy across the Union. This is because it has oversight over product standards and regulations, as well as certain aspects of infrastructure development and management. Road safety is based upon the EU principle of subsidiarity: national and local authorities are responsible for most decisions, including enforcement and awareness-raising, while the EU operates a general framework for improved road safety via legislation and recommendations e.g. introducing minimum safety requirements for the Trans-European Transport Networks, and technical requirements for the transport of dangerous goods.[15]

The EU publishes various legal texts regarding road safety.[16]

The European Transport Safety Council is an NGO based in Brussels. It aims to reduce the numbers of deaths and injuries in transport in Europe.[17] The Council reported an increase in fatalities in most European countries in 2015.[18]

U.S. Army General George S. Patton's grave in Luxembourg City: On December 8, 1945, while still in Europe, while upon going to an invitation of Patton's chief of staff, Major General Hobart Gay, his car collided with an American army truck at low speed.[19]

The 1968 Vienna Convention on Road Traffic defines a fatal road accident as an accident in which a person dies of their injuries at the scene or within thirty days. This definition has been adopted across most EU countries.

Some countries have applied this definition retrospectively where possible. For instance, until 2004 France counted its killed at six days, but in an effort to enable comparison with neighboring countries a multiplicative coefficient 1.057 was used up to 2004 and 1.069 since 2005 to convert the killed at six days into killed at thirty days, before France adopted the international definition in 2005.

Each year road crashes generate about 120,000 fatalities and 2.4 million injuries in the European region of the World Health Organization. Road traffic injuries are the leading cause of death among adolescents and young adults.[14]

In 2015, the European Commission published a figure for the number of people seriously injured on Europe's roads: 135,000 people in 2014. To obtain this figure all countries of the EU needed to align on a common standardized medical definition of what constitutes a serious road injury.[20]

In Europe, for every person killed in traffic crashes, many more suffer serious injuries with life-changing consequences.

Serious injuries are more costly to society because of the long-term rehabilitation and healthcare needed. Vulnerable road users, such as pedestrians, cyclists, motorcyclists or elderly road users, are especially concerned.[15]

Between 2010 and 2018, between 206 and 222 thousands serious injured were counted yearly for 23 EU members[21]

The level of transport-related air pollution is also a major public health concern in most countries of Europe.[14]

Since 1999 the EuroRAP initiative has been assessing major roads in Europe with a road protection score. This results in a star rating for roads based on how well its design would protect car occupants from being severely injured or killed if a head-on, run-off, or intersection accident occurs, with four stars representing a road with the best survivability features.[37] The scheme states it has highlighted thousands of road sections across Europe where road users are routinely maimed and killed for want of safety features, sometimes for little more than the cost of safety fencing or the paint required to improve road markings.[38]

There are plans to extend the measurements to rate the probability of an accident for the road. These ratings are being used to inform planning and authorities' targets. For example, in Britain two thirds of all road deaths in Britain happen on rural roads, which score badly when compared with the high-quality motorway network; single carriageways claim 80% of rural deaths and serious injuries, while 40% of rural car occupant casualties are in cars that hit roadside objects, such as trees. Improvements in driver training and safety features for rural roads are hoped to reduce this statistic.[39]

The number of designated traffic officers in the UK fell from 15 to 20% of police force strength in 1966 to seven per cent of force strength in 1998, and between 1999 and 2004 by 21%.[40] It is an item of debate whether the reduction in traffic accidents per 100 million miles driven over this time[41] has been due to robotic enforcement.

EU Directive 2008/96/EC on Road Infrastructure Safety Management (RISM), adopted on 19 November 2008, provides for the introduction of road safety impact assessments (RSIA) in the process of designing a new road or major road layout change.[42] As defined by the directive, a RSIA is "a strategic comparative analysis of the impact of a new road or a substantial modification to the existing network on the safety performance of the road network".[43] Transposition into member state law was mandated by 19 December 2010:[44] it was transposed into Irish law under SI 472 of 2011.[42]

Road safety within tunnels on the Trans-European road network is specifically managed separately, within the 2004 directive on minimum safety requirements for such tunnels.[45]

In 2018 the European Commission presented a proposal to amend the EU RISM directive with a view to reducing road fatalities and serious injuries on EU road networks, by improving the safety performance of road infrastructure.[46] The amendment was adopted in November 2019.[47]

The European Union has other legal texts regarding Driving License, Enforcement in the field of road safety, Alcohol, Drugs and Medicine, Professional Drivers – Training, Professional Drivers – Working Conditions, Professional Drivers – Tachographs, Professional Drivers – Check of the working Conditions, Third Countries Driver Attestation, Vehicles – type approval, Vehicle – Registration, Vehicle – Technical Control, Vehicle – Front Protection of Vulnerable Users, Vehicle – Safety Belts and other Restraints Systems of Vulnerable Users, Vehicle – Tyres, Vehicle – Daytime Running Lights, Vehicle – Blind Spot Mirrors, Vehicle – Conspicuity, Vehicle – Speed limitation Devices, Vehicle – Weights and Dimensions, Transport of Dangerous Goods – Weights and Dimensions, Road Infrastructure, Emergency Calls, Accident Data Collection, and Unit of Measurement:[16] see also Directive 80/1269/EEC, European driving license, European emission standards, and End of Life Vehicles Directive.

European countries usually have improvable laws regarding speed control, drunk driving, helmets, seat belts and child car restraints.[14] Most countries have laws regarding one or another concern, but less than a third of countries have laws and control for each of them.

Source: https://etsc.eu/blood-alcohol-content-bac-drink-driving-limits-across-europe

In the European Union differences exist from country to country.

For instance, Germany, Spain and the Netherlands only have 5387 fatalities in 2019, that is 24 % of EU fatalities for 33% of the population in 2017. This means this group of three populated countries performs better than the whole EU.

At the opposite, Poland, Bulgaria and Romania have 5401 fatalities in 2019, that is 24 % of EU fatalities also, but for only 15% of the population in 2017.

While those six countries together make 48% of EU population and 48% of EU fatalities, rate of fatalities per population is 120 % higher in the second group of three countries than in the better group.

Between both groups, France and Italy together have 6417 fatalities the same year, that is 28 % of EU fatalities for 29% of the population in 2017. This makes rate of fatalities per population in this third group is 33 % higher in this third group of countries than in the better group.

Those eight countries together make 77% of EU population and 76% of EU fatalities. The last quarter would group the 19 other EU countries which also have good and poor performers but with a smaller weight in the EU performance.

Road fatalities in the Western Balkans claimed nearly 1 300 lives in 2022, according to a speech made at the 7th UN Global Road Safety Week in June 2023.[48][49] In Serbia alone, 553 persons died in road accidents in 2022, with a total of 30 000 lives lost in the previous 30 years.[50] Serbia has had significant progress in road safety, with a 27% drop in fatalities between 2011 and 2021, but the country does continue to have a greater proportion of road traffic deaths per 100,000 people than the EU average.[51][52][53] The EU average is 5.1. [54][55]

Compared mortality in UK NUTS 1 regions.