Tag Archive: Road Safety

  1. Paris named as Europe’s best city for child-friendly mobility

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    Source: European Transport Safety Council, Clean Cities

    A recent ranking of European cities published by Clean Cities, “Streets for Kids, Cities for All“, shows that Paris has taken the top spot, scoring highly on three key indicators which enable children to walk, cycle and get around independently.

    In the ranking, 36 European cities were assessed on three criteria which support safer travel for children:

    • School streets: The share of primary schools within the city area which have implemented permanent or time-based school streets, limiting motorised traffic, at least during drop-off and pick-up times.
    • Safe speeds: A score based on the share of the total road network with a maximum speed of 30km/h (20mph).
    • Protected cycling infrastructure: A score based on the ratio of protected cycling infrastructure to total road network length.

    Paris achieved the highest scores across all three indicators, giving a total overall score of 79%. It has a widespread 30km/h speed limit (89% score), a relatively new and growing protected cycle lane network (48% score), and traffic restrictions near schools (25% score). Other high-ranking cities include Amsterdam (63%), Antwerp (62%) and Brussels (56%).

    The full report, which can be accessed here, dives into greater detail, highlighting individual initiatives and successes in various cities and countries. The report notes that, alongside earlier pioneers such as Amsterdam and Copenhagen, cities including Paris, Brussels and London “have achieved remarkable progress in just the past 10 years. This demonstrates that meaningful change is possible within a relatively short period of time.”

    The report also notes where improvements are needed; no city in the ranking reaches an A grade (80% or more of the total score), with the absence of city-wide roll-out of school streets seen as a common shortcoming. Eight cities in the ranking are underperformers, receiving grades of E (below 20%) or F (below 10%). Variation between cities in the same countries was also noted, highlighting the critical role of local leadership, vision and long-term commitment and investment.

  2. 20mph limits in London lead to reduced road injuries and deaths

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    Source: European Transport Safety Council

    Transport for London (TFL) has published a study which shows that the introduction of 20mph speed limit zones between the years of 1989 and 2013 led to significant reductions in collisions, injuries and deaths, particularly among more vulnerable road users, including children.

    The study is based on data taken from 157 individual 20mph schemes and uses comparitive analysis against a control group of all London borough roads. The date range of 1989-2013 was selected to ensure availability of sufficient data before and after schemes were implemented, and to avoid any potential aberrations resulting from changes to injury definitions which were brought to formal reporting in 2016.

    The results across all the schemes were consistently positive:

    • Total collisions fell by 35% (compared to 12% in the control group)
    • All casualties fell by 36%
    • Overall fatal or serious injuries fell by 34%
    • Child casualties dropped by 46%, and children killed by 75%
    • Among people walking, cycling, or riding motorcycles, killed or seriously injured (KSI) figures fell by 28%

    The study clearly demonstrates the benefits of lower speed limits for road safety, and aligns with findings from other UK cities including Bristol, Edinburgh and Portsmouth, alongside initial data following Wales’ implementation of a 20mph limit on restricted roads. As well as road safety, such schemes also have broader benefits for public health, the environment and the economy. Active travel is encouraged, air and noise pollution are reduced, and the healthcare and emergency costs associated with road injuries are reduced.

    The TFL study supports a more widespread roll-out of 20mph schemes, as a part of London’s Vision Zero plan to eradicate deaths and serious injuries from its roads by 2041.

    The full study can be read here.

  3. WHO active mobility toolkit launched

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    Source: ZAG Daily

    The World Health Organisation (WHO) has recently launched its active mobility toolkit, aligning with the 8th UN Global Road Safety Week which took place from 12-18 May, with the theme ‘Make Walking and Cycling Safe’.

    The biennial Road Safety Week advocates for action at both national and local levels to improve the safety of active travel, and to reduce fatalities. With over one quarter of global road fatalities each year comprising of pedestrians and cyclists, the WHO toolkit details seven priority policy areas which can guide governments and local authorities in enhancing the safety of active travel.

    The seven policy areas

    • Integrating walking and cycling into all relevant policies
    • Providing safe and connected walking and cycling networks
    • Designing inclusive and safe streets for all
    • Improving safe road user behaviour
    • Protecting and prioritising walking and cycling
    • Facilitating integrated transport options
    • Promoting and incentivising walking and cycling

    Alongside outlining these priority areas, the comprehensive toolkit provides the reasons for instigating integrated walking and cycling, details practical steps and real-world case studies, and gives guidance on implementation, monitoring and evaluation.

    The numbers

    1.2 million road fatalities occur each year globally, with pedestrians and cyclists representing a substantial proportion. However, less than one-third of countries have national policies in place to promote walking and cycling, and the WHO toolkit states that, “Despite their value, walking and cycling remain under-prioritized in policy and planning. Globally, infrastructure is inadequate – only 0.2% of reported road length includes cycling lanes, and the majority of roads are unsafe for pedestrians. Vulnerable groups, including women, children, older adults, and those with disabilities, are disproportionately affected by poor infrastructure and unsafe streets.”

    Other region-specific WHO data reveals that, between 2011 and 2021, cyclist deaths in the European region rose 50%, while in the Western Pacific region the figure was 88%. In the Southeast Asia region, pedestrian deaths rose by 42% in the same timeframe.

    The benefits of walking and cycling

    The toolkit was launched during the WHO’s ‘Streets for Life’ webinar on 12 May, during which the health and environmental advantages were highlighted by WHO Director-General Dr Tedros Adhanom Ghebreyesus.

    “This 8th Global UN Road Safety Week highlights the huge benefits that arise from walking and cycling. Every step and ride reduces congestion and air pollution, helps to fight climate change, and lowers the risk of diseases like cancer and diabetes.

    “But to reap these gains we must make walking and cycling safe.  More than one-quarter of all road traffic deaths occur among pedestrians and cyclists, and fatalities have risen rapidly in some regions. When walking and cycling are made safe and accessible, more people choose these healthy options. That’s why WHO is calling on policymakers to make active mobility safe by reducing speeds and investing in infrastructure to create safe, connected networks for walking and cycling.”

    The webinar was closed by observations from WHO’s Department of Health Promotion Director Rüdiger Krech.

    “Investing in walking and cycling delivers a powerful return – healthier populations, healthier cities, equity and greater climate resilience. The message is clear: the time for action is now. Let’s prioritise walking and cycling to create healthier, safer and more inclusive communities for all.”

  4. Finland introduces national e-scooter minimum age and safety measures

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    Source: Helsinki Times

    The Finnish Parliament’s Transport and Communications Committee has proposed new nationwide regulations for electric scooter use, including a minimum age requirement of 15 years. The recommendation is part of a broader micromobility policy framework approved on Friday 16 May.

    The proposed age limit follows a series of accidents involving minors, some resulting in serious injuries or fatalities. If enacted, the rule would apply to both shared and privately owned e-scooters. Electric bicycles would not be subject to the age restriction.

    Previously, local authorities were responsible for setting age limits, but the Constitutional Affairs Committee advised that such measures should be standardised across the country. The Finnish Road Safety Council had recommended the adoption of a national age limit in 2024.

    The draft legislation also introduces a ban on operating e-scooters while intoxicated. A legal blood alcohol content limit of 0.05 percent, mirroring that for motor vehicle drivers, would apply to users of light electric vehicles, including both e-scooters and e-bikes.

    While the use of helmets will not be mandated, the legislation includes a strong recommendation encouraging their use in an effort to reduce head injuries and improve overall safety.

    Additional provisions would require micromobility rental companies to obtain operating permits from individual municipalities. This measure aims to address concerns related to parking practices and congestion on sidewalks in urban areas.

    The proposal will now proceed to the full Parliament for consideration in a plenary session.

  5. New data highlights ongoing safety challenges for cyclists in Germany

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    Source: Velo Biz

    The 2024 road accident statistics for Germany released by Destatis offer insights into current traffic safety trends, particularly concerning cyclists. One notable observation is the continued high number of bicycle accidents resulting in injuries, suggesting there may still be areas for improvement in cycling infrastructure.

    Cycling in Germany has grown considerably over the past decade, partly due to the increased use of e-bikes. As a result, both the number of cyclists and the total distance traveled by bicycle have increased. This has corresponded with a rise in the absolute number of accidents, including those resulting in fatalities. In 2024, 441 cyclists died in traffic accidents – a slight decline from 474 in 2022, yet still an 11.4% increase compared to 2014. As total road traffic fatalities have decreased over time, cyclists now account for a larger share of overall fatalities, reaching 16%.

    Contributing factors have been identified, including inadequate or poorly maintained cycling infrastructure, narrow paths, and intersections where cyclists must navigate alongside turning vehicles.

    In collisions between cyclists and motorists, which account for 70.7% of all bicycle-related accidents, official records indicate that motorists were primarily at fault in the majority of cases. Cyclists were found to be the main cause in only 24.7% of such accidents. In incidents involving trucks or commercial vehicles, cyclists were primarily responsible in 20.9% of cases.

    Older adults appear to be particularly vulnerable. Of those who died while cycling in 2024, 63.5% were aged 65 or older. Among non-motorized bicycle fatalities, 59.4% were seniors. This proportion increased to 68.8% among pedelec riders.

    Policy measures have been called for, including the expansion of physically separated cycling infrastructure, improved intersection design, reduced urban speed limits (with 30 km/h as the standard), and greater government commitment to road safety.

  6. European Commission reports decline in EU road fatalities for 2024, but progress remains slow

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    Source: European Commission

    The European Commission has released preliminary 2024 data that reveals a modest decline in traffic-related deaths across the European Union which recorded approximately 19,800 fatalities, marking a 3% decrease from 2023—equivalent to 600 fewer lives lost. While this reduction signals progress, officials caution that the rate of improvement remains insufficient to meet the EU’s ambitious road safety targets.

    The European Union had previously set a goal of halving road deaths and, for the first time, serious injuries by 2030 as part of its Strategic Action Plan on Road Safety and the EU Road Safety Policy Framework 2021–2030. The ultimate objective, known as ‘Vision Zero,’ aims to eliminate road fatalities by 2050. However, the latest figures indicate that most Member States are not currently on track to meet the 2030 target.

    Disparities among member states

    The overall 3% reduction in road deaths masks significant disparities among EU countries. Over the past five years, minimal progress has been observed in nations such as Greece, Spain, France, and Italy. Conversely, Ireland and Estonia have recorded an increase in road fatalities, though smaller countries tend to experience more marked annual fluctuations.

    Meanwhile, Belgium, Bulgaria, Denmark, Lithuania, Poland, and Slovenia appear to be on course to meet the 50% reduction target by 2030. Notably, Romania has achieved a significant 21% decrease in road fatalities since 2019 but continues to have the highest fatality rate in the EU.

    Country rankings and fatality rates

    The ranking of road safety among EU nations remains largely unchanged. Sweden and Denmark continue to report the safest roads, with 20 and 24 deaths per million inhabitants, respectively. In contrast, Bulgaria and Romania recorded the highest fatality rates in 2024, with 74 and 77 deaths per million inhabitants. The EU average stood at 44 road deaths per million inhabitants.

    Challenges in urban and rural areas

    A significant proportion of road fatalities in urban areas involve vulnerable road users, including pedestrians, cyclists, and individuals using powered two-wheelers or personal mobility devices. These road users account for nearly 70% of all urban traffic deaths, typically in collisions involving cars and lorries. The data underscores the urgent need to enhance protection measures for vulnerable populations.

    In rural settings, fatalities are frequently linked to single-vehicle accidents or crashes involving other cars and trucks, highlighting different risk factors in urban and non-urban environments.

    While the latest statistics offer some encouragement, European officials stress that achieving substantial reductions in road fatalities requires accelerated efforts and comprehensive safety initiatives.

    For more detailed insights, the full road safety statistics for 2024 can be accessed through the European Commission’s official website.

  7. How larger and heavier cars impact Brussels’ road safety and environmental goals

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    Source: Fietsberaad Crow

    The growing prevalence of larger and heavier cars in the Brussels-Capital Region conflicts with road safety and environmental objectives, as analysed by Brussels Mobility and Brussels Environment in their report, Larger and Heavier Cars. The report examines the causes of this trend and suggests measures to curb the rising weight of the vehicle fleet.

    Brussels Mobility and Brussels Environment are public agencies responsible for mobility and environmental policies in the region. Drawing on a literature review, statistical analysis, and expert discussions, they studied the increasing presence of large, heavy cars in Brussels and across Belgium. Their findings cover the causes, impacts, and potential interventions to address this issue.

    Rising Vehicle Mass

    Between 2013 and 2023, the average mass of private vehicles registered in Brussels grew by 10%, while company cars saw a 17% increase. Additionally, company cars are approximately 250 kg heavier than newly registered private vehicles. Vehicles are also becoming wider; since 2018, newly registered cars average over 180cm in width.

    Impacts on safety, space, and emissions

    Heavier vehicles offer greater protection to their occupants, reducing their risk of serious injury or death in accidents. However, this comes at the expense of others, such as pedestrians, cyclists, motorcyclists, or occupants of lighter vehicles, whose risk of harm increases significantly. In Brussels, this risk disparity is even more pronounced than in the rest of Belgium.

    Larger vehicles also demand more space, often exceeding the dimensions of existing parking spots and impeding efforts to allocate public space for active transportation modes. Their bulk hinders urban greening initiatives, and their weight exacerbates wear-and-tear emissions from tires, brake pads, and road surfaces.

    For petrol and diesel cars, the additional weight has offset reductions in CO₂ emissions. Meanwhile, heavier electric vehicles require larger batteries, increasing the demand for raw materials and emissions during manufacturing.

    Causes of the trend

    The growth in heavier vehicles is driven by several factors:

    1. Industry marketing: Automakers prioritize heavier and larger vehicles due to higher profit margins, limiting the availability of lighter, more affordable options.
    2. Tax policies: Belgian fiscal policies do not consider the weight of electric vehicles, unlike fuel-powered cars. Additionally, the fiscal regime for company cars encourages the selection of heavier, more luxurious models.
    3. CO₂ standards: European CO₂ emission standards fail to incentivise a reduction in vehicle mass.

    Proposed measures

    To counter this trend, Brussels Mobility and Brussels Environment recommend several measures, including:

    • Implementing a weight-based kilometre charge to discourage heavier vehicles.
    • Tightening parking policies to limit the entry of heavy cars into the city.
    • Designating zones where heavy vehicles are prohibited.
    • Banning public advertising for large and heavy cars.

    These proposals aim to address the safety and environmental challenges posed by the increasing share of larger, heavier vehicles in the Brussels-Capital Region.

  8. ETSC publishes report on improving road safety of e-scooters

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    Source: European Transport Safety Council

    The increasing popularity of e-scooters underpins a need for safety measures across Europe

    E-scooters have rapidly emerged as a popular mode of transport since their arrival in Europe. Legalisation for their use followed shortly after, with countries like Belgium, France, and Germany permitting the use of e-scooters in 2019. Today, privately owned e-scooters are allowed in most European countries, with the UK and the Netherlands standing out as notable exceptions.

    However, the surge in e-scooter usage has coincided with an increase in road collisions involving these vehicles. This has raised concerns about potential risks to both riders and other vulnerable road users, such as pedestrians.

    A report published by the European Transport Safety Council (ETSC), Improving the Road Safety of E-scooters, examines the safety implications of this trend in three key parts. The first two sections focus on crash data related to deaths and serious injuries involving motorised micro-mobility devices, a category that includes e-scooters as well as less common vehicles like self-balancing unicycles and Segways.

    The third section delves into measures to mitigate these risks. It explores technical standards for vehicles, road rules, infrastructure, and urban speed limits. The report highlights best practices from across Europe, offering evidence-based recommendations for national governments to improve e-scooter safety.

    The report also calls for urgent action from the European Union to establish unified technical standards for e-scooters. Suggested areas of focus include minimum age requirements, helmet use, regulations on drink-driving, carrying passengers, and riding on pavements. By promoting consistent safety measures, the EU could play a pivotal role in ensuring safer integration of e-scooters into urban transport systems across Europe.

    As e-scooters become an increasingly significant part of urban mobility, such coordinated efforts are essential to protect all road users.

    Download the full report here.

  9. No more fines for crossing without zebra crossing or traffic lights in New York

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    Source: VRT News

    Under a new law, pedestrians in New York City are now allowed to ignore crosswalks and traffic lights when crossing the road, without fear of receiving a fine. The new law could change racial disparities in the United States.

    New York City Councilwoman, Mercedes Narcisse, highlighted that over 90% of $250 jaywalking tickets are issued to Black and Latino individuals. “But let’s be honest, every New Yorker does this,” she told the Associated Press, arguing that “Laws that punish behaviour that we put in place every day for moving around shouldn’t exist, especially when they unfairly impact communities of colour.“

    In September, new legislation was passed, giving Mayor Eric Adams 30 days to sign or veto it. However, the mayor opted for a third route and took no action. In New York, this inaction effectively means consent, allowing the law to come into effect.

    Pedestrians can cross anywhere without priority

    Under the new law, pedestrians can now cross streets at any point without needing to use zebra crossings or wait for traffic signals. However, they do not have the right-of-way when crossing outside crosswalks and must yield to vehicles. Pedestrians remain liable for any accidents caused by crossing unsafely.

    A spokesperson for the mayor emphasised that “pedestrians should still choose the safest option” and seek out crosswalks or green lights whenever possible.