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.”
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.”
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.
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.
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 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.”
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.
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.
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.
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:
Industry marketing: Automakers prioritize heavier and larger vehicles due to higher profit margins, limiting the availability of lighter, more affordable options.
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.
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.
