Tag Archive: Road Safety

  1. Eurocities survey shows positive effects of speed cuts in 75% of cities

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    Source: Zag Daily

    Eurocities, the advocacy body which represents more than 200 large European cities, has published the results of its 2025 Eurocities Pulse survey on 30km/h speed limits. These lower urban limits are linked to safer city streets, reducing road deaths and injuries, without an increase in congestion or journey times.

    The survey was conducted among 38 cities in 19 European countries, assessing different methods of implementation, and the impact, challenges and supportive frameworks of lowering speed limits. The survey respondents are mobility professionals working in cities’ administrations and transport planning agencies.

    Results show that many local governments have introduced 30 km/h speed limits in targeted urban areas, with a priority given to residential neighbourhoods and around schools.

    Clear positive results of fewer road deaths and injuries were reported by 75% of cities. Beyond this headline figure, 91% of cities reported at least one positive impact on urban life, such as an increase in active mobility, and decreasing air and noise pollution. The respondents’ answers also show that these positive effects are, crucially, not offset by negative effects on congestion, traffic volumes or journey times, and have only limited but manageable impact on public transport.

    Challenges before and after implementation

    During the planning and rollout stages of lower speed limit introduction, 45% of cities reported facing political opposition, and 37% saw public resistance. Legal and regulatory barriers presented a problem for 40% of cities, and almost a third of respondents cited limited administrative capacity for implementation.

    Following implementation, the challenges eased off. Political opposition fell to only 18%, public opposition to 21%, and legal obstacles to just 5%. Eurocities reported to Zag Daily that none of the cities in the survey reversed their speed limit policies after implementation.

    Two members of the Eurocities Task Force on 30 km/h shared their insights.

    Michele Campaniello, Deputy Mayor of Bologna and Chair of the task force, said, “For some time now, Bologna has been committed to improving the safety and liveability of its streets. While there were initial challenges and scepticism, the results are clear: safer roads, calmer traffic and a better urban environment for everyone. These measures are making a tangible difference, and cities can learn from each other to accelerate progress towards Vision Zero. Once people experience the benefits of safer, calmer streets, support grows quickly and resistance fades.“

    Gergely Karácsony, Mayor of Budapest and Vice Chair of the task force, said, “Despite the shrinking democratic space, reduced subsidiarity, and increasing budget cuts and taxes imposed by the Orbán regime, Budapest remains committed to halving fatal traffic incidents by 2030 and achieving Vision Zero by 2050.”

    Implementation methods

    According to the survey, cities’ implementation of lower speed limit zones tends to be gradual and targeted, often prioritising residential areas (53% of cities), school streets (42%) and historic centres (45%), while key corridors will retain higher speed limits. 57% of cities report that over half of their road networks are now operating with speed limits under 50 km/h.

    Karácsony states, “We must redesign streets for safety, lower speed limits, promote cooperative driving and safer vehicles, and strengthen institutional and legislative protections for vulnerable road users. Speed management is being applied as a strategic urban safety tool, as part of our goal to save 800 lives. In Budapest, new speed cameras have reduced speeding, and fatal crashes fell by 37% in just one year.”

    Significance of the survey

    As the European Commission prepares its mid-term review of the EU Road Safety Policy Framework, and work continues towards the Vision Zero goal of eliminating road deaths altogether, the Eurocities survey provides valuable evidence on the effectiveness of lowering urban speed limits. The wide-ranging scope of the survey demonstrates that these measures are scalable, and widely accepted after implementation. Eurocities states, however, that “local action alone is not enough to deliver the systemic change needed across Europe.”

    “Creating a more liveable environment cannot wait,” says Karácsony. “National governments and EU institutions can accelerate progress by giving municipalities clearer legal powers, stronger technical guidance, and better access to shared evidence and proven implementation models, and most importantly dedicated funding.”

    An infographic presenting the key findings of the Eurocities Pulse survey can be seen here.

  2. London signals an intention to tackle carspreading

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    Sources: ETSC, Transport for London

    On 13 March, Transport for London (TfL) launched the Vision Zero Action Plan 2, the latest phase in the capital city’s commitment to eliminating road deaths and serious injuries by 2041. The Safe Vehicles section of the plan focuses in part on the threat to other road users posed by larger, heavier and wider cars.

    The UK capital city is not the only major city to recognise the risk larger cars such as SUVs pose to pedestrians. Paris notably held a referendum in 2024 which led to increased parking fees for heavy vehicles owned by non-residents, and Cardiff introduced higher charges for residential parking permits for larger vehicles in 2025.

    The TfL action plan states that “the cars on our streets are getting larger, heavier and wider. Oversized models, such as large SUVs, make it harder for drivers to see people walking and cycling nearby. These design features significantly increase the severity of collisions – including the risk of death – particularly for children, who are more easily hidden from a driver’s view. Those under nine are at the greatest risk.”

    The plan points to the success of targeted interventions such as the Direct Vision Standard for HGVs and the Bus Safety Standard, and states that “we will act locally to reduce risk from the vehicles that cause the greatest harm, and to harness the benefits of new technologies.”

  3. Active Travel England updates lane width guidance to prevent close passing

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    Source: Zag Daily

    Active Travel England (ATE) has published new guidance, Critical safety issues for walking, wheeling and cycling, which addresses a range of serious issues, including that of varying road lane widths which can lead to “close passing” incidents, where motorists do not – or cannot – allow sufficient space when overtaking cyclists.

    ATE is a government agency which promotes cycling as an everyday transport choice. It has concluded that the standard British road lane width of 3.65m is not wide enough for motorists to be compliant with the Highway Code, which requires them to allow 1.5m of space when passing cyclists.

    The new guidance states that lanes should either be narrower than 3.25m, where “it is usually clear to motorists that there is not enough space to safely overtake cyclists, and it is clearer to cyclists that they need to ride more centrally”, or be wider than 3.9m, where “the risk of a collision from alongside is reduced at this width and beyond.”

    The ATE guidance relates only to new projects is not legally binding, but is regarded as good practice, and will be applied to a large road-building programme across England. Motorists who flout the Highway Code rules on close passing of cyclists can typically face a fine of £100 (€113), and three penalty points on their licence, or higher if a case goes to court.

    Simon Munk, Head of Campaigns and Community Development at cycling safety charity, the London Cycling Campaign, highlighted the benefits for urban spaces in general. “At 12ft 8in [3.86m] or over, it’s easier for drivers overtaking cyclists to avoid a ‘close pass’. At the other end, narrowing lanes to 10ft 8in [3.25] lanes can mean more room for busy pavements and bus stops, while making it clearer drivers shouldn’t overtake cyclists. It might seem like tinkering with history but not only is shifting lane widths good for helping cyclists stay alive, it’s also good for making places nicer too.”

    Zag Daily points out that the guidance has been issued against the backdrop of an increased presence on UK roads of wide SUVs, which have prompted concerns about “carspreading”.

  4. Norway wins 2025 ETSC PIN Award for outstanding road safety progress

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    Source: ETSC Press Release

    ETSC annual report shows EU still falling short of 2030 road safety goals

    The European Transport Safety Council (ETSC) has awarded its prestigious 2025 Road Safety Performance Index (PIN) Award to Norway, recognising the country’s sustained commitment to road safety and long-term success in reducing road deaths.

    The announcement comes alongside the publication of the 19th PIN Annual Report, which reveals mixed progress across Europe and a clear warning: the EU is significantly off track to meet its target of halving road deaths and serious injuries by 2030.

    Norway: a model of vision and action

    Norway remains Europe’s safest country for road users, with just 16 road deaths per million inhabitants in 2024, the lowest rate among the 32 countries monitored by the ETSC PIN programme.

    This remarkable performance reflects Norway’s long-standing adoption of a Safe System approach to road safety and continuous innovation in national and local road safety policy.

    The award recognises a wide range of strategic initiatives:

    • The National Plan of Action for Road Safety 2022–2025 – “Towards Vision Zero”, featuring 179 concrete measures across 15 priority areas, has a target of fewer than 50 annual road deaths by 2030 and aims for zero deaths by 2050.
    • A newly launched BEST research programme is strengthening evidence-based policymaking and evaluating both existing and emerging road safety interventions.
    • Legislative reforms, such as the 2020 amendment to the Road Traffic Law, now require in-depth investigations of all fatal crashes and mandatory autopsies to support crash analysis.
    • Youth-focused safety reforms, including stricter driver training, a double penalty points system for new drivers, and targeted communications campaigns, have reduced deaths among young road users.
    • Local innovation includes the Heart Zones programme to ensure car-free areas around schools, and the Traffic Safe Municipalities certification scheme, encouraging community-level road safety leadership.

    “Norway continues to show what’s possible when a country commits to road safety at every level – from government strategy to local planning,” said Antonio Avenoso, ETSC Executive Director. “Their results are no accident; they’re the product of clear targets, rigorous implementation, and national ambition.”

    EU progress: still too slow

    While Norway sets a leading example, the broader European picture is concerning.

    According to the 19th ETSC PIN Annual Report, road deaths in the EU27 decreased by just 2% in 2024 compared to 2023.

    Since the baseline year of 2019, deaths have fallen by only 12%, far short of the 27% reduction needed by now to stay on course for a 50% cut by 2030.

    Some countries have made significant strides:

    • Lithuania leads with a 35% drop in road deaths since 2019 and is the only country to halve road deaths over the last decade.
    • Belgium, Poland, and Slovenia also report reductions above 25% since 2019.

    However, eight countries saw an increase in deaths in 2024, including Switzerland and Estonia. In total, 20,017 people died on EU roads in 2024, and serious injury reductions continue to lag behind death reductions.

    The cost of inaction

    The report calculates that around 23,800 lives have been saved since 2014 due to road safety improvements. The estimated societal benefit of these saved lives amounts to €60 billion. Yet, had the EU achieved the needed 6.7% annual reduction rate, an additional 49,600 lives could have been saved corresponding to a benefit to society worth €124 billion.

    Time for renewed commitment to the Safe System approach

    To get back on track, the ETSC is urging both EU institutions and national governments to take stronger action and implement the Safe System approach .

    “Norway proves that road deaths are not inevitable – they are preventable. But every country in Europe must now follow their example,” said Avenoso. “We know what works. The real challenge is political will. Without bold national and EU-level action, thousands more lives will be lost unnecessarily.”

    Notes to editors:

    Download the 2025 PIN Annual Report at:
    www.etsc.eu/pin19

    Follow ETSC on Bluesky @etsc_eu and LinkedIn. #PIN2025

    Relative change in road deaths between 2013 and 2024. See report page 15.
    Mortality (road deaths per million inhabitants) in 2024 (with mortality in 2014 for comparison). See report page 20.

    The European Transport Safety Council is the independent voice for road safety in Europe.

    ETSC’s Road Safety Performance Index (PIN) programme receives financial support from the German Road Safety Council (DVR), Toyota Motor Europe, the Norwegian Public Roads Administration, CITA – the International Motor Vehicle Inspection Committee and Fundación MAPFRE.

    For further information:

    Dudley Curtis, Communications Manager, dc@etsc.eu
    www.etsc.eu

  5. 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.

  6. 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.

  7. 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.”

  8. 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.

  9. 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.