AXA Road Behaviour Survey In Belgium

Transcription

1 AXA Road Behaviour Survey In Belgium Part I Executive Summary Part II Research findings Part III Desk Research

2 Context & Objectives The AXA Group, which considers road safety a key priority, has decided to extend a survey conducted for the past 4 years in France to its key markets. AXA Group has launched this survey in its 9 key markets, namely Belgium, Germany, Ireland, Italy, Luxembourg, Portugal, Spain, Switzerland and Great Britain. It may be expanded further to include Eastern Europe or Asia. This pan-european survey highlights motor products and road safety initiatives across key markets. It should be conducted annually. The information provided will be publicised in the media. October 2008 October 9 th,

3 Scope of Research : Methodology The survey was conducted in 9 countries, namely Belgium, Germany, Great Britain, Ireland (both Northern Ireland & the Republic of Ireland), Italy, Luxembourg, Portugal, Spain and Switzerland. It includes Desk Research and a survey among car drivers. This report features the findings from Belgium. For the Survey, the methodology was : Target : Drivers aged 18 and over, who Hold a car driving licence Have driven at least once in the past 12 months Sample : 800 interviews were conducted These 800 drivers interviewed were nationally representative in terms of age, gender and region, via the allocation of quotas. Data collection : Interviews were carried out by telephone (CATI systems) Data was collected from 23rd July to 6th August 2008 The questionnaire lasted an average of 22 minutes October 2008 October 9 th,

4 Part I Executive Summary

5 Main findings In 2001, in Belgium, which was one of the worst European countries in terms of road safety (1,486 people killed), a broad action plan was launched with the objective of reducing the number of fatalities by 50%. Today The density of speed cameras is one of the highest in Europe (2.6 speed camera for 10,000 cars in 2006, to be compared with 0.3 in France source: the European speed camera Database) and the penalties for speeding are harsh. These initiatives on speed control seem to have had a significant impact on Belgian drivers: 82% know the speed limit on roads outside of urban areas - which is one of the best scores across European countries. While 21% of them declare they have been fined, mainly for speeding, they mostly acknowledge that speed limits are aimed at reducing the seriousness of road accidents. 57% declare that speed cameras influenced their behaviour (45% for the European average*), at the same level as the price of fuel (58%) and below the awareness of the dangers of the road (66%). All this pressure in relation to speed limit may explain why Belgium is, along with Germany, the country where the largest number of drivers ask for more leniency regarding traffic offences (22%) although one third still ask for more severity. BOB, or designated driver, is known by almost all Belgians as "the cool guy who doesn't drink " and may be one of the reasons why the number of fatalities among younger drivers decreased faster between 2005 and 2006 than in other age groups. In addition, most Belgian respondents either knows the legal limit for drinking and driving (51%) or even underestimate it (33%). * The European average is the total of all the countries of the survey except France (each country having the same weight) October 2008 October 9 th,

6 Almost one third of Belgian drivers feel that their behaviour has improved. Main findings In the end, 76% of Belgians consider their fellow-countrymen to be good drivers (one of the highest scores in Europe) and the same percentage feel safe on the road. Nevertheless, the survey results indicate that there is room for improvement Belgians are, along with Italians, the ones who drive the most without wearing a seatbelt (27%). The number of fatalities involving pedestrians, cyclists and motorised two wheelers increased between 2005 and 2006 (+13% among pedestrians, +28% among cyclists) while the number for car occupants kept on decreasing (-5.6%). This can be linked to urban behaviours: 3 out of 4 Belgians claim to go through an amber light at least sometimes and 1 out of 2 claims to drive over 65 km/h within city limits. Both these scores are higher than the European average. Bob still has some work to do: 34% of Belgian drivers claim to drive, at least sometimes, after more than two alcoholic drinks, almost twice the European average. This score reaches 44% among men and remains the same across age groups. Younger drivers exhibit more dangerous road behaviour: according to their answers in the survey, they tend to drive faster, answer the phone without a hands-free kit more often, cross white lines and overtake on the wrong side more often than the Belgian average. Furthermore, 25% of road fatalities involve year olds (source: IRTAD). This issue has been clearly identified and developing prevention programmes for younger drivers is the first preventive measure requested (asked for by 40% of Belgian drivers) followed by child education about road safety (39%) and drunk driving prevention (38%). October 2008 October 9 th,

7 Main findings Improvement of road infrastructure and the installation of warning signs is also requested more in Belgium (by about 1 driver out of 3). This may explain why one third of Belgian drivers feels less safe on the roads than two years ago (vs a 26% European average). Security within cities Official statistics and drivers' declared urban behaviours show a real problem in Belgium in relation to this topic. A communication campaign inciting drivers to behave more carefully in town or to be more attentive to pedestrians, cyclists and two wheelers could contribute to reducing casualties within city limits. Teaching road safety to children could move in the same direction. Young drivers As in all countries, younger drivers are the most exposed population (cf young drivers prevention programmes most requested action, higher level of dangerous behaviour as mentioned above). Beside the drunk driving issue, many rules still need to be reminded in relation to respecting traffic rules such as speed limits or respect of the safety distance. This could meet Belgians' first expectation in terms of measures to improve road safety. October 2008 October 9 th,

8 Recommendations for actions Rewarding good drivers and penalising bad ones Most Belgians consider themselves to be good drivers. Therefore, they show a strong interest in a system measuring their driving behaviour to get a discount on their motor insurance premium (74% claim to be ready to install such a device in their car for that purpose). Following the same trend, charging bad drivers more would be well accepted (42% vs. 33% European average). Free driving sessions in driving schools Across all the European countries surveyed, this offer encountered the highest interest in Belgium (39% vs. 26% European average). As Belgian drivers are more focused on value for money than price alone, the above mentioned initiatives showing a real advantage could be successful in this country. October 2008 October 9 th,

9 Part II Research Findings

10 A. Outline of Research Project

11 Sample Structure In Belgium, when quotas proved hard to achieve, they were weighted to fit exactly with the national distribution. Belgium Unw. W. % % Basis Gender Male Female Age years old years old years old years old years old years old and more Unw. W. % % Basis Region - Belgium North-West North-East Brussels and its suburbs South-West South-East North West : West Vlanderen; Oost Vlanderen North East : Antwerpen, Limburg, Vlaams-Brabant Brussels area : Anderlecht, Auderghem, Berchem-Ste-Agathe, Bruxelles, Drogenbos, Etterbeek, Evere, Forest, Ganshoren, Grimbergen, Ixelles, Jette, Koekelberg, Kraainem, Linkebeek, Machelen, Molenbeek-St-Jean, St-Gilles, St-Josse Ten Noode, Schaerbeek, Rhode-St-Genèse, Tervuren, Uccle, Vilvoorde, Watermael-Boitsfort, Wemmel, Wezembeek-Oppem, Woluwe-St-Lambert, Zaventem. South West : Hainaut, Brabant Wallon South East : Namur, Liège, Luxembourg. All bases in this report are unweighted Unw. : unweighted W. : weighted October 2008 October 9 th,

12 Content 1/2 This report includes the Belgium findings in comparison with other countries in Europe. The slides that show Belgium in comparison with other countries are pointed out by : In these slides, the European average is the total for all the countries in the survey except France* (each country having the same weight) The other slides show detailed results for Belgium. *Note : French results come from a survey conducted by TNS for AXA Prévention in France in January October 2008 October 9 th,

13 Content 2/2 Significant differences with the total of respondents have been added where relevant (99% confidence). They are based on 15 criteria : - The gender of the interviewee : men (M) and women (F). - The age of the interviewee : 18-24, 25-34, 35-44, 45-54, and 65 and more. - The social grade of the chief wage earner established by crossing the declared occupation and incomes : High Social Grade, Medium Social Grade, Low Social Grade and Inactive. - The distance travelled annually : high-mileage drivers and low-mileage drivers. - The 12 signs of the zodiac. - The frequency of driving : at least 2 or 3 times a week, around once a week and less than once a week. - The years of driving : 2 years (since they got their licence) or less, between 3 and 10 years, between 11 and 30 years and More than 30 years (since they got their licence). - The knowledge of speed limits : (drivers who gave a) right answer and (drivers who gave a) wrong answer. - The experience of fines : drivers who were fined (or penalized) over the past year and drivers who were not fined - The change in road behaviour : drivers who have changed behaviour and drivers who have not changed behaviour. - The feeling of safety : drivers feeling safe and drivers feeling unsafe. - The expectations of law enforcement : drivers expecting more flexibility, drivers expecting more severity and drivers satisfied with the current penalties. - The type of vehicle : Hatch, MPV and Saloon. - The age of the vehicle : 5 years old or less, between 6 and 9 years, between 10 and 15 years and 16 yo or more. - The region : Flanders, Wallony, Brussels area. October 2008 October 9 th,

14 Interpreting the slides Question In green, significant higher differences In red, significant lower differences Significant difference Universe answered Concerning the speed limit on national roads, 82% of Belgian respondents give the right answer, and 90% of yo give the right answer. In the following slides : DK = Don t know ST = Sub total October 2008 October 9 th,

15 Interpreting the slides (European comparisons) Question Universe answered In green, significant higher differences In red, significant lower differences Significant difference In the following slides : DK = Don t know ST = Sub total These slides contain significant differences between Total and every country. Concerning the behaviours considered dangerous, 86% of total respondents think that driving without a seatbelt is dangerous in and of itself, but only 82% of Portuguese drivers share this opinion. October 2008 October 9 th,

16 Note when reading a slide Sometimes, the net figure and total of the items that make it up are different : this can be explained by the fact that the figures are rounded up. Let us take an example : Totally safe 10.5 (rounded up at 11) Net safe 84.2= (rounded up to 84) =85 Fairly safe 73.7 (rounded up at 74) October 2008 October 9 th,

17 B. In-depth Findings

18 B. In-depth Findings 1. Perception of road safety in Belgium - Feeling of road safety - Perception of Belgian drivers - Changes in personal driver behaviour - Elements influencing road behaviour

19 Feeling of road safety While most drivers feel safe on the roads, this feeling of safety seems to have decreased within the past two years. Basis : total sample (n=800) Q15. With respect to the risk of an accident, how safe do you feel on the roads? Would you say you feel totally safe, fairly safe, fairly unsafe or totally unsafe? (single answer) Q15bis. And compared to a couple of years ago, how safe would you say you feel today on the roads? Much safer than 2 years ago, somewhat safer, as safe as 2 years ago, somewhat less safe, much less safe than 2 years ago? (single answer) In % How safe on the roads Compared to a couple of years ago 7 76 ST safe 64 (Wallony ) 86 (2 years of driving or less) / 85 (Flanders) / 88 (High Social Grade) ST Safer than 2 years ago 25 (25-34 yo) Totally safe Much safer than 2 years ago 69 Fairly safe Fairly unsafe Totally unsafe 50 Somewhat safer than 2 years ago As safe as 2 years ago Somewhat less safe than 2 years ago Much less safe than 2 years ago DK ST unsafe DK ST Less safe than 2 years ago 11 (18-24 yo ) / 21 (25-43 yo) / 27 (feel safe on roads) 44 (More than 30 years of driving) October 2008 October 9 th,

20 Feeling of road safety Belgium is at the European average in terms of feeling of safety. Basis : total sample Q15. With respect to the risk of an accident, how safe do you feel on the roads? Would you say you feel totally safe, fairly safe, fairly unsafe or totally unsafe? (single answer) In% Totally safe Fairly safe Fairly unsafe Totally unsafe DK BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

21 Perception of road safety evolution Belgian drivers feel, more than the European average, that their roads have become less safe than two years ago. Basis : total sample Q15bis. And compared to a couple of years ago, how safe would you say you feel today on the roads? Much safer than 2 years ago, somewhat safer, as safe as 2 years ago, somewhat less safe, much less safe than 2 years ago? (single answer) In% Much safer than 2 years ago Somewhat safer than 2 years ago As safe as 2 years ago Somewhat less safe than 2 years ago Much less safe than 2 years ago DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

22 Perception of Belgian drivers 3 out of 4 Belgians consider their fellow countrymen to be good drivers. Half of them believe they drive better than in other European countries. Basis : total sample (n=800) Q12. As a whole, do you think Belgian drivers are very good drivers, fairly good, fairly bad or very bad drivers? (single answer) Q13. Do you think that in Belgium people drive clearly better, somewhat better, not quite as well than in other countries, clearly worse than in other countries, neither better nor worse (do not read)? (single answer) In % Perception of Belgian drivers Comparison with other countries 4 76 ST good 8 48 ST better 83 (Feel safe on roads) 68 (High Social Grade) 72 Very good drivers Fairly good Fairly bad 40 Clearly better than in other countries Somewhat better than in other countries Neither better nor worse (do not read) Not quite as well than in other countries Very bad drivers DK ST bad Clearly worse than in other countries DK ST worse October 2008 October 9 th,

23 Perception of the national drivers A larger number of Belgian drivers consider themselves to be good drivers, more than the European average. Basis : total sample Q12. As a whole, do you think that [nationality adapted for each country] drivers are very good drivers, fairly good, fairly bad or very bad drivers? (single answer) In% Very good drivers Fairly good Fairly bad Very bad drivers DK BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

24 Comparison of national drivers with other European countries Again, Belgian drivers show greater confidence in their driving qualities than the European average. Basis : total sample Q13. Do you think that in your country people drive clearly better, somewhat better, not quite as well than in other countries, clearly worse than in other countries, neither better nor worse (do not read)? (single answer) In% Clearly better than in other countries Somewhat better than in other countries Neither better nor worse (do not read) Not quite as well than in other countries Clearly worse than in other countries DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

25 Perception of the country with the best drivers Although they consider themselves as good drivers Belgians still consider Germany as the country with the best drivers. Nevertheless, 4 out of 10 of them have no opinion. Basis : total sample (n=800) Q14. In your opinion, which European country has the best drivers? (single answer- Open ended question- Spontaneous answers) In % Germany 20 Belgium (2 years of driving or less) Netherlands 6 1 (Brussels Area)/ 2 (Wallony) Sweden 3 France 3 UK 3 Switzerland 2 Norway 2 Denmark 1 Austria 1 Italy 1 Finland 1 Spain 1 Luxembourg 1 Others 2 DK 39 October 2008 October 9 th,

26 Perception of the country with the best drivers (1/2) In Belgium as in half of the countries surveyed, Germany is considered as the country with the best drivers. Nevertheless, the British Basis : total sample Q14. In your opinion, which European country has the best drivers? (single answer- Open ended question- Spontaneous answers) In % All the countries do not consider their national drivers as the best. In Belgium, national drivers are considered Germany as the 2 nd best behind the German. Belgium Switzerland Sweden Only the 3 most important or 4 if equality France Netherlands Spain United Kingdom Luxembourg BE DE ES GB (n=7224) (n=800) (n=800) (n=800) (n=800) DK 45% 39% 52% 47% 37% October 2008 October 9 th,

27 Perception of the country with the best drivers (2/2) like the Swiss and Luxembourgers, claim first that their own country has the best drivers. Basis : total sample Q14. In your opinion, which European country has the best drivers? (single answer- Open ended question- Spontaneous answers) In % Germany Belgium Switzerland Sweden France Netherlands Spain United Kingdom Luxembourg Only the 3 most important or 4 if equality IR IT LU PT SW (n=7224) (n=800) (n=824) (n=800) (n=800) (n=800) DK 45% 42% 50% 43% 59% 40% October 2008 October 9 th,

28 Perception of the country with the best drivers Ranking Top 3 Basis : total sample Q14. In your opinion, which European country has the best drivers? (single answer- Open ended question- Spontaneous answers) BE DE ES GB IR IT LU PT SW Basis : Total sample Germany Switzerland United Kingdom France Italy 3 Sweden 2 3 Luxembourg 1 Belgium 2 Spain 2 Netherlands 3 October 2008 October 9 th,

29 Perception of change in driver's behaviour Almost 1 out of 3 Belgian drivers claims he/she has improved his/her behaviour in the past 12 months. Basis : total sample (Q10) - Consider that their behaviour has changed (Q10bis) Q10. Do you have the impression that, overall, your behaviour behind the wheel has changed a lot, somewhat, not much or not at all in the last 12 months? (single answer) In % Q10bis. And would you say that your behaviour behind the wheel has changed rather for better or rather for worse? (single answer) Change in behaviour (n=800) Type of evolution (asked to respondents having changed their behaviour a lot, somewhat or not much n=382) ST changed a lot/somewhat 18 (65 yo & more) It has changed for worse 4% 17 It has changed a lot It has changed somewhat It has not changed much It has not changed at all DK ST changed not much / not changed at all It has changed for better 96% October 2008 October 9 th,

30 Changes in driver behaviour Belgium is at the European average in terms of behaviour change. Basis : total sample Q10. Do you have the impression that, overall, your behaviour behind the wheel has changed a lot, somewhat, not much or not at all in the last 12 months? (single answer) It has changed a lot It has changed somewhat It has not changed much It has not changed at all DK BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

31 It has changed for better It has changed for worse DK Type of evolution in driver behaviour In Belgium, almost all drivers claimed to have changed their behaviour behind the wheel for the better. Basis : Consider that their behaviour has changed Q10bis. And would you say that your behaviour behind the wheel has changed rather for better or rather for worse? (single answer) In % (asked to respondents having changed their behaviour a lot, somewhat or not much) BE DE ES GB IR IT LU PT SW (n=3244) (n=382) (n=335) (n=349) (n=377) (n=420) (n=335) (n=427) (n=257) (n=362) October 2008 October 9 th,

32 B. In-depth findings 2. Belgian drivers behaviour - Behaviours considered dangerous - Stated behaviours - Knowledge of the highway code - Offence recording

33 Behaviours considered dangerous behind the wheel (1/2) Belgian drivers are very aware of road dangers, particularly driving too close to the car ahead and answering the phone without a hands-free kit. Basis : total sample (n=800) Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Driving fast just a few meters behind the car in front of you 91 Answering the phone without a hands free kit (65 yo & more) / 92 (Inactive) 65 (18-24 y.o) / 73 (Have been fined) Driving without wearing a seatbelt (Inactive) / 90 (65 yo & more) Overtaking on the right on a freeway/ motorway (18-24 yo) Overtaking or turning without signaling (55-64 yo) / 88 (Inactive) 60 (18-24 yo) Crossing a white line to pass the car ahead (65 yo & more) October 2008 October 9 th,

34 Behaviours considered dangerous behind the wheel (2/2) Belgian drivers seem less worried about the highway code rules for urban areas, speeding on motorways and the dangers of drunk driving. Basis : total sample (n=800) Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Getting behind the wheel of a car after more than two alcoholic drinks (Female) 56 (have been fined) Driving between 150 and 160 kilometers an hour on a freeway/motorway (Inactive) / 77 (65 yo & more) / 69 (Female) 43 (18-24 yo) / 47 (25-34 yo) 46 (Have been fined) / 43 (more flexibility) Driving 65 km/hour within city limits (Female) 47 (more flexibility) Going through an amber light 38 October 2008 October 9 th,

35 Behaviours considered dangerous behind the wheel (1/5) Less concern than the European average about driving without wearing a seatbelt. Disrespecting the safety distance is considered to be highly dangerous, at the same level as the European average. Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Driving fast just a few metres behind the car in front of you Driving without wearing a seatbelt Not asked BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

36 Behaviours considered dangerous behind the wheel (2/5) Concerns about answering the phone without a hands-free kit and about absence of signaling when overtaking or turning are comparable with European averages. Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Answering the phone without a hands-free kit Overtaking or turning without signalling BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

37 Behaviours considered dangerous behind the wheel (3/5) Belgian drivers show a higher concern than their Luxembourger neighbours about drunk driving but much less concern than German drivers. Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Overtaking on the right / left on a freeway / motorway Getting behind the wheel of a car after more than two alcoholic drinks BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

38 Behaviours considered dangerous behind the wheel (4/5) Belgian drivers together with Southern European drivers show less concern about urban speed limits than the European average. Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Crossing a white line / solid or double white / to pass the car ahead Driving 65 km/hour within city limits / faster than 40 mph in a built-up area BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

39 Behaviour considered dangerous behind the wheel (5/5) Again, Belgian drivers show less concern than the European average about safety within cities (going through an amber light). Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Driving between... on a freeway / motorway BE, ES, IE, PT, SW : between 150 and 160 kmh DE : more than 160 kmh IT, LU : between 160 and 170 kmh GB, NI : between 90 and 100 mph Going through an amber light BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

40 Behaviour considered dangerous behind the wheel Ranking The Belgian ranking is close to the European one. Basis : total sample Q6. For each one of the following behaviours, please indicate if you think it is dangerous in and of itself or it may be dangerous depending on the driver or the situation. (single answer per item) % it is dangerous in and of itself Basis : Total sample Driving fast just a few meters behind the car in front of you BE DE ES GB IR IT LU PT SW FR Driving without wearing a seatbelt NA Answering the phone without a hands free kit Overtaking or turning without signaling Overtaking on the right / left on a freeway / motorway Getting behind the wheel of a car after more than two alcoholic drinks Crossing a white line / solid or double white / to pass the car ahead Driving 65 km/hour within city limits / faster than 40 mph in a built-up area Speeding on a freeway / motorway* Going through an amber light *Up to 30 to 40 km/h above the legal speed limit BE, ES, IE, PT, SW : between 150 and 160 kmh DE : more than 160 kmh IT, LU : between 160 and 170 kmh GB, NI : between 90 and 100 mph October 2008 October 9 th,

41 Stated behaviours behind the wheel (1/2) Belgian drivers' behaviours within cities are a concern Drunk driving is also rather high. Basis : total sample (n=800) Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) In % Sometimes Often Very often 74 Total Going through an amber light (2 years of driving or less) 57 (65 yo & more) Driving 65 km/hour within city limits (25-34 yo) / 73 (Taurus) / 66 (more flexibility) 43 (Female) Driving between 150 and 160 kmh on a freeway/motorway (18-24 yo) / 53 (25-34 yo) / 47 (High mileage driver) / 51 (have been fined) 17 (65 yo & more) / 19 (Inactive) / 20 (Female) Getting behind the wheel of a car after more than two alcoholic drinks (More flexibility) 20 (Female) / 24 (Feel unsafe) Overtaking or turning without signaling (18-24 yo) / 44 (25-34 yo) 15 (65 yo & more) / 20 (Inactive) Answering the phone without a hands free kit (18-24 yo) / 49 (25-34 yo) / 54 (High Social Grade) / 49 (Have been fined) 6 (65 yo & more) / 12 (Inactive) / 21 (Wallony) / 21 (Feel unsafe) October 2008 October 9 th,

42 Stated behaviours behind the wheel (2/2) Belgian drivers seem to be more cautious on motorways On the whole, younger drivers appear as having more dangerous behaviours. Basis : total sample (n=800) Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) In % Sometimes Often Very often 74 Total Driving without wearing a seatbelt (Female) / 14 (55-64 yo) / 17 (car < 2 yo) Crossing a white line to pass the car ahead (More flexibility) 10 (65 yo & more) / 12 (Inactive) Overtaking on the right on a freeway / motorway (18-24 yo 6 (65 yo & more) / 9 (Inactive) Driving fast just a few meters behind the car in front of you (18-24 yo) 4 (65 yo & more) / 8 (Inactive) October 2008 October 9 th,

43 Stated behaviours behind the wheel (1/5) Belgian drivers are as respectful of amber lights as other Europeans. They are less careful regarding speed limits within city areas. Sometimes Often Very often 72 Total Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) Going through an amber light Driving 65 km/hour within city limits / faster than 40 mph in a built-up area BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

44 Stated behaviours behind the wheel (2/5) No difference compared to the European average for speeding on the motorway and overtaking without signalling. Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) Sometimes Often Very often 72 Total Driving between... on a freeway / motorway BE, ES, IE, PT, SW : between 150 and 160 kmh DE : more than 160 kmh IT, LU : between 160 and 170 kmh GB, NI : between 90 and 100 mph Overtaking or turning without signalling BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

45 Stated behaviours behind the wheel (3/5) Belgian drivers tend to be more careful than the European average about white lines. Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) Sometimes Often Very often 72 Total Answering the phone without a hands-free kit Crossing a white line / solid or double white / to pass the car ahead BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

46 Stated behaviours behind the wheel (4/5) Belgium is after Luxembourg the country where the most drivers admit to drunk driving at least sometimes. Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) Sometimes Often Very often 72 Total Driving fast just a few metres behind the car in front of you Getting behind the wheel of a car after more than two alcoholic drinks BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

47 Stated behaviours behind the wheel (5/5) With Italians, Belgians feature among the highest rates in Europe when it comes to driving without wearing a seatbelt. Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) Sometimes Often Very often Total 72 Overtaking on the right / left on a freeway / motorway Driving without wearing a seatbelt Not asked BE DE ES GB IR IT LU PT SW FR (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

48 Stated behaviours behind the wheel Ranking As for most European drivers, Belgians' main breaches of the highway code involve going through an amber light and speeding, in urban areas and on motorways. % Very often + often + sometimes Basis : total sample Q7. Speaking for yourself, do you engage in any of the following behaviours very often, often, sometimes or never? (single answer per item) BE DE ES GB IR IT LU PT SW FR Basis : Total sample Going through an amber light Driving 65 km/hour within city limits / faster than 40 mph in a built-up area Speeding on a freeway / motorway* Overtaking or turning without signaling Answering the phone without a hands free kit Crossing a white line / solid or double white / to pass the car ahead Driving fast just a few meters behind the car in front of you Getting behind the wheel of a car after more than two alcoholic drinks Driving wihtout wearing a seatbelt Overtaking on the right / left on a freeway / motorway Not asked *Up to 30 to 40 km/h above the legal speed limit BE, ES, IE, PT, SW : between 150 and 160 kmh DE : more than 160 kmh IT, LU : between 160 and 170 kmh GB, NI : between 90 and 100 mph October 2008 October 9 th,

49 Synthesis : Behaviours considered dangerous vs Stated behaviours 120% 110% Considered as dangerous and done with lowest frequency Total Europe Dangerous in itself (% Yes) 100% 90% 80% 70% 60% 50% Total Europe Driving fast just a few meters behind the car in front of you Overtaking on the right on a freeway Crossing a white line to pass the car ahead Driving without wearing a seat belt Answering the phone without a hands free kit Overtaking or turning without signaling Getting behind the wheel of a car after more than 2 alcoholic drinks Driving between 150 and 160 km/h on a freeway Driving 65 km/h within city limits Considered as dangerous but done with highest frequency Considered as less dangerous but done with highest frequency 40% Going through an amber light 30% 20% Considered as less dangerous but done with lowest frequency 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Do you engage in this behaviour (% Often and sometimes) October 2008 October 9 th,

50 Fines & licence penalty points for highway code offences One out of five Belgian drivers has been fined in the past 12 months, mainly for speeding. Basis : total sample (Q8) - have had a fine or their driving licence has been impacted (Q9) Q8. Have you been fined or has your driving licence been removed over the past 12 months? (single answer) Q9. What was the most serious breach of the highway code for which you have been fined? (single answer) In % Most serious breach (n=160) Fined or given penalty points (n=800) Speeding 54 No 79% Yes, I have been fined 19% 28 (25-34 yo) Yes, both (I have been fined AND my driving license has been removed) 1% Unsafe stopping or parking Making a phone call without a hands free kit while driving Driving without wearing a seatbelt Running a red light Yes, but I don t want to specify 1% ST Yes : 21% Crossing a white line to overtake Driving the wrong way down in a one-way street (65 yo & more) Other (Low milage driver) October 2008 October 9 th,

51 Fines and driving licence status Belgium is, with Germany and Switzerland, one of the countries where most drivers declare to get fined. Basis : total sample Q8. Italy, Luxemburg, Spain : Have you been fined or been taken from points on your driving licence over the past 12 months? Germany, Ireland, GB : Have you been fined or been given penalty points on your driving licence over the past 12 months? Belgium, Portugal, Switzerland : Have you been fined or has your driving licence been removed over the past 12 months? (single answer) Yes, I have been fined Yes, I have been given penalty points on my driving licence Yes, both (I have been fined AND been given penalty points on my driving licence) Yes, but I don t want to specify No Significant differences only between countries with the same driving licence system FINED OR TAKEN FROM POINTS FINED OR GIVEN PENALTY POINTS FINED OR BEEN REMOVED Italy Luxemburg Spain Germany Ireland Great Britain Belgium Portugal Switzerland IT LU ES DE IR GB BE PT SW (n=800) (n=800) (n=800) (n=800) (n=800) (n=800) (n=800) (n=800) (n=800) October 2008 October 9 th,

52 Most serious breaches of the highway code In almost all countries, speeding is the most commonly mentioned breach. Basis : Have had a fine or their driving licence has been impacted Q9. Italy, Luxemburg, Spain : What was the most serious breach of the highway code for which you have been fined or taken from points on your driving licence? Germany, Ireland, GB : What was the most serious breach of the highway code for which you have been fined or given penalty points on your driving licence? Speeding Making a phone call without a hands free kit while driving Running a red light Unsafe stopping or parking Driving without wearing a seatbelt Going through an amber light Making a phone call without a hands-free kit while driving : 2 Running a red light : 2 Driving without wearing a seatbelt : 2 Crossing a (solid or double) white line to overtake : 2 Driving the wrong way down in a one-way street : 2 FINED OR HAD POINTS REMOVED FINED OR GIVEN PENALTY POINTS IT LU ES DE IR GB (n=122) (n=64) (n=104) (n=190) (n=42*) (n=54) Other 35% 19% 22% 14% 4% 7% only the 3 most important or 4 if equality Small base October 2008 October 9 th,

53 Basis : Have had a fine or their driving licence has been impacted Q9. Belgium, Portugal, Switzerland : What was the most serious breach of the highway code for which you have been fined? (single answer) Speeding Making a phone call without a hands free kit while driving Running a red light Unsafe stopping or parking Most serious breaches of the highway code In almost all countries, speeding is the most mentioned breach. FINED OR BEEN REMOVED BE PT SW (n=160) (n=88) (n=177) Other 16% 11% 25% only the 3 most important or 4 if equality October 2008 October 9 th,

54 Most serious breaches of the highway code Ranking Basis : Have had a fine or their driving licence has been impacted Q9. Italy, Luxemburg, Spain : What was the most serious breach of the highway code for which you have been fined or taken from points on your driving licence? Germany, Ireland, GB : What was the most serious breach of the highway code for which you have been fined or given penalty points on your driving licence? Belgium, Portugal, Switzerland : What was the most serious breach of the highway code for which you have been fined? (single answer) IT LU ES DE IR GB BE PT SW Basis : Total sample Speeding Unsafe stopping or parking Driving without wearing a seatbelt Making a phone call without a hands free kit while driving Running a red light Crossing a white line to overtake Going through an amber light Driving the wrong way down in a one-way street October 2008 October 9 th,

55 Perception of speed restrictions The usefulness of speed limits in the improvement of road safety is acknowledged by most Belgian drivers. Q21. In your opinion, current speed limits are primarily established on the basis of (single answer) Basis : total sample (n=800) The government's need for revenue 15% 32 (More flexibility) DK 4% Need to harmonize European laws 9% Aim to reduce the seriousness of road accidents with impact 72% 55 (More flexibility) October 2008 October 9 th,

56 Perception of speed restrictions In Belgium, speed restrictions are mostly perceived as a means to improve road safety in the European average. Q21. In your opinion, current speed limits are primarily established on the basis of (single answer) In% Basis : total sample Need to harmonize European laws Aim to reduce the seriousness of road accidents with impact The government's need for revenue DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

57 Perception of traffic offence penalties A mixed opinion about the right level of offence penalties with nearly 1 out of 4 Belgians asking for more leniency. Basis : total sample (n=800) Q16. With respect to traffic offenses, do you feel they should be punished more severely than they are now, more flexibly/leniently than they are now or just as they are now? (single answer) Just as they are now 36% DK 7% More severely than they are now 35% More flexibly/leniently than they are now 22% 13 (Female) October 2008 October 9 th,

58 Basis : total sample Q16. With respect to traffic offenses, do you feel they should be punished more severely than they are now, more flexibly/leniently than they are now or just as they are now? (single answer) In% More severely than they are now More flexibly/leniently than they are now Just as they are now DK Perception of traffic offence penalties Belgium is, with Germany and Switzerland, the country where the most drivers ask for more leniency BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

59 B. In-depth findings 3. Belgian drivers expectations - Importance of road accident prevention - Priority safety measures

60 Importance of road accident prevention Although almost all Belgian drivers consider road accident prevention to be important, a significant share of them consider it as only fairly important. Basis : total sample (n=800) Q17. In general, how important do you feel that road accident prevention is? Would you say very important, fairly important, not very important or not at all important? (single answer) In % 30 (18-24 yo) / 41 (Flanders) 73 (Brussels Area) 67 (Wallony) ST important Very important Fairly important Not very important 41 Not at all important DK ST not important October 2008 October 9 th,

61 Importance of road accident prevention Belgian drivers seem less concerned about road safety than the European average (fewer "very important answers). Basis : total sample Q17. In general, how important do you feel that road accident prevention is? Would you say very important, fairly important, not very important or not at all important? (single answer) In% Very important Fairly important Not very important Not at all important DK BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

62 Priority safety measures Belgians expect three priority measures: young driver prevention programmes, child education and drunk driving prevention. Road infrastructures are also said to need improvement. Basis : total sample (n=800) Q18. To improve road safety, in your opinion what types of preventive measures need to be improved as a matter of priority? (read 3 answers possible) In % First ALL Develop prevention programmes for young drivers (between 3 and 10 years of driving) Teach road safety to children (2 years of driving or less) Raise awareness on how drinking affects driving Improve road infrastructure (Female) 46 (More flexibility) Install warning signs at dangerous spots Develop prevention programmes for drivers of large trucks 9 25 Encourage drivers to respect the speed limit (Have been fined) Encourage drivers to fasten their seatbelt Develop prevention programmes for motorcyclists Encourage drivers to drive with lights on at all times 4 Other (Brussels Area) None of these measures 2 DK 3 October 2008 October 9 th,

63 Priority safety measures (1/5) Belgium is at the European average in relation to young driver education and drunk driving prevention. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) In% All First Develop prevention programmes for young drivers Raise awareness on how drinking affects driving BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

64 Priority safety measures (2/5) Belgium is at the European average for teaching road safety to children and measures to encourage the respect of speed limits. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) In% All First Teach road safety to children Encourage drivers to respect the speed limit BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

65 Priority safety measures (3/5) While road improvement does not come as a top priority, it is nevertheless expected more in Belgium than in most European countries. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) In% All First Improve road infrastructure Install warning signs at dangerous spots BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

66 Priority safety measures (4/5) Perhaps because many trucks cross Belgium, prevention programmes for truck drivers are more expected in Belgium. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) In% All First 41 Develop prevention programmes for drivers of large trucks Encourage drivers to fasten their seatbelt BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

67 Priority safety measures (5/5) Motorcyclist prevention programmes and switching lights on at all times are even less of a priority in Belgium than the European average. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) In% All First Develop prevention programmes for motorcyclists Encourage drivers to drive with lights on at all times BE DE ES GB IR IT LU PT SW FR (n= 7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) (n=802) October 2008 October 9 th,

68 Priority safety measures - All measures Ranking As with most European countries, Belgian drivers' main expectations are the education of young people and the fight against drunk driving. Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) Basis : Total sample Develop prevention programmes for young drivers Raise awareness on how drinking affects driving Teach road safety to children All BE DE ES GB IR IT LU PT SW Encourage drivers to respect the speed limit Improve road infrastructure Install warning signs at dangerous spots Develop prevention programmes for drivers of large trucks Develop prevention programmes for motorcyclists Encourage drivers to fasten their seatbelt Encourage drivers to drive with lights on at all times October 2008 October 9 th,

69 Priority safety measures All measures Ranking Basis : total sample Q18. To improve road safety, in your opinion what types of preventative measures need to be improved as a matter of priority? (read 3 answers possible) FIRST BE DE ES GB IR IT LU PT SW FR Basis : Total sample Develop prevention programmes for young drivers Teach road safety to children Raise awareness on how drinking affects driving Improve road infrastructure Encourage drivers to respect the speed limit Install warning signs at dangerous spots Develop prevention programmes for drivers of large trucks Develop prevention programmes for motorcyclists Encourage drivers to fasten their seatbelt Encourage drivers to drive with lights on at all times October 2008 October 9 th,

70 C. Appendix

71 C. Appendix 1. Cars & Driving patterns

72 Q1. How often have you personally driven over the past 12 months? (single answer) Q2. How many years have you been driving? (do not read - single answer) Q3. On average, how many kilometers do you drive in an average year? (do not read - single answer) In % Driving Patterns Basis : total sample (n=800) Frequency Years of driving Kilometres per year (35-54 yo) 88 (High Social Grade) / 80 (Medium Social Grade) 51 (Inactive) / 50 (65 yo & more) Everyday /almost everyday 2 to 3 times a week Around once a week 2 to 3 times a month Less than once a month DK 15 2 years or less 53 (18-24 yo) 6 Between 3 and 5 years 9 Between 6 and 10 years Between 11 and 15 years Between 16 and 20 years 18 Less than km / year Between and km / year Between and km / year Between 21 and 30 years More than km/ year More than 30 years 11 (Inactive) (Inactive) (M) 40 (25-34 yo) 21 DK Medium Social Grade DK 13 (Low Social Grade) 3 Average : 23 Average : (F) 33 (18-24 yo) High Mileage drivers : 51% 29 (65+) October 2008 October 9 th,

73 Q1. How often have you personally driven over the past 12 months? (single answer) In% Everyday /almost everyday 2 to 3 times a week Around once a week 2 to 3 times a month Less than once a month DK Frequency of driving Basis : total sample BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

74 Q2. How many years have you been driving? (do not read - single answer) In % 2 years or less Between 3 and 5 years Between 6 and 10 years Between 11 and 15 years Between 16 and 20 years Between 21 and 30 years More than 30 years DK Seniority of driving Basis : total sample BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

75 Average distance gone through every year Q3. On average, how many [if country is GB or Ireland : miles; if else : kilometers] do you drive in an average Basis : total sample year? (do not read - single answer) In% More than km/year - More than miles/year Between and km / year - Between 6201 and miles/year Between and km / year - Between 3101 and 6200 miles/year Less than km/year - Less than miles/year DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) High Mileage Drivers : October 2008 October 9 th,

76 Q4. What is the make and model of the car you drive most often? In % Type of Vehicle Basis : total sample (n=800) Hatch (Low mileage driver) Saloon (Between 3 and 10 years of driving) MPV 11 3 (65 yo & more) / 5 (Inactive) VAN 5 1 ( Brussels Area) SUV 4 Hatchback Coupe Sports Coupe Estate OTHER Don't know 4 October 2008 October 9 th,

77 Q4. What is the make and model of the car you drive most often? Type of Vehicle Basis : total sample BE DE ES GB IR IT LU PT SW Basis : Total sample Hatch Saloon MPV VAN SUV Hatchback Coupe Sports Coupe Estate OTHER Don't know October 2008 October 9 th,

78 Q4bis. How old is the car you usually drive? (do not read single answer) In % Age of Car Basis : total sample (n=800) ST More than 16 yo 4% ST yo 17% DK 2% ST 0-2 yo 29% 18 (65 yo & more / Inactive) 34 (High mileage driver) ST 6-9 yo 25% ST 3-5 yo 23% October 2008 October 9 th,

79 Q4bis. How old is the car you usually drive? (do not read single answer) Age of Car Basis : total sample ST 0-2 yo ST 3-5 yo ST 6-9 yo ST yo ST More than 16 yo DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) Average (years) : October 2008 October 9 th,

80 D0. Do you have a car insurance for the car you usually drive? (single answer) Motor insurance coverage Basis : total sample Yes No DK BE DE ES GB IR IT LU PT SW (n=7224) (n=800) (n=800) (n=800) (n=800) (n=800) (n=824) (n=800) (n=800) (n=800) October 2008 October 9 th,

81 C. Appendix 2. Demographics

82 Demographics 1/2 In % libelles Belgium Basis : Total sample 800 S6 - Gender Male 59 Female 41 S5 - Age years old years old years old years old years old years old and more 16 Mean 46 P2 Region North-West 24 North-East 32 Brussels and its suburbs 11 South-West 16 South-East 17 D9 - Market Size Between 2,000 and 19,999 inhabitants 40 Between 20,000 and 49,999 inhabitants 31 Between 50,000 and 99,999 inhabitants 15 Between 100,000 and 199,999 inhabitants 6 Between 200,000 and 499,999 inhabitants 8 libelles Belgium Basis : Total sample 800 Astrological signs Air 23 Water 22 Fire 23 Earth 26 8% 9% 8% 7% 5% 6% 9% 7% 11% 8% 8% 10% October 2008 October 9 th,

83 In % libelles Belgium Basis : Total sample 800 D1 Number of people in the household 1 person 14 2 people 28 3 people 17 4 people 26 5 people 8 6 people 4 7 people 1 Refusal 1 D2 Child under 15 years old at home Yes 30 No 56 DK 15 D3 Number of children aged 15 or less Basis : child 41 2 children 45 3 children 8 4 children 5 5 children and more 1 D6 Household income Less than 750 Euros 1 From 750 Euros to less than Euros 3 From Euros to less than 1 500Euros 13 From Euros to less than 2 500Euros 33 From Euros to less than 4 000Euros 28 From Euros to less than 6 000Euros 6 Demographics 2/2 libelles Belgium Basis : Total sample 800 D8 Interviewee status Single, living alone 10 Single, living with parents 10 Married or living as a couple 69 Widowed 6 Divorced 4 Refusal 1 Q1c Occupation of the chief of the household Farmer 0 Craftworker, shop keeper, company manager 7 Member of the board, profession requiring a qualificatio 9 Intermediate profession 9 Employee 28 Worker 17 Retired 22 Unemployed 4 Student 1 DK 3 Q1c Social Grade of the chief of the household * High Social Grade 9 Medium Social Grade 50 Low Social Grade 14 Inactive 26 DK 1 D7 Occupation of the interviewee High Social Grade 12 Medium Social Grade 8 Low Social Grade 44 Inactive 34 DK 2 * The Social Grade of the chief of the household was established by crossing the declared occupation and incomes October 2008 October 9 th,

84 Part III Desk Research August, Desk Research

85 Summary A. Main Traffic Rules p. 129 Speed limits Traffic lights signal Conditions for driving Compulsory safety equipment in the car Focus on driving licence Other rules Speed Cameras Example of penalties B. Statistics about Transport p. 139 Key statistics Road Network Focus on means of transport C. Statistics about Road Safety p. 143 Status of Road Safety in Europe Key Road Safety Data Evolution of fatalities on roads in Belgium Analysis of the results of 2006 Accident Causes Belt wearing rates Offences in Belgium D. Focus on Passenger cars p. 157 Stock of passenger cars Travel behaviours Use of passenger cars Purchase of new cars E. Road Safety Policy and Communication p. 163 Major Road Safety problems today Road Safety priorities Road Safety Management Organisation General Road safety Action Plans Recent (after 2002) road safety initiatives A Road Safety Campaign Latest Campaigns F. Road Safety Systems p. 174 Autonomous vehicle-based systems GPS Equipment Infrastructure-related systems G. Harmonisation of policies and role of the European Commission p. 180 Role of the European Commission European Road Safety Charter EU Road Safety Projects H. Other Information p. 192 Responsibilities Infrastructure financing - Desk Research October

86 A. Main traffic Rules - Desk Research

87 A. Main traffic rules Speed limits Traffic lights signal Speed limits in Belgium : Urban areas : Country and main roads : Motorways: Lower speed limits inside residential or school areas are imposed in Belgium : 30km/h (when explicitly indicated). Between 2000 and % of drivers were penalised for high speeding (vs 18% in average in UE). Source: Sartre Report Traffic lights signal: Amber is the signal for stop as the junction is cleared of traffic. In Belgium, there is no signal for prepare to go. - Desk Research October

88 A. Main traffic rules Conditions for driving Alcohol legal limit for driving and drinking : From 1990 to 1993, 0.8 g of alcohol per litre of blood was permitted in Belgium. Since 1994, the legal limit has been 0.5 g/l. 23% of drivers checked positive for alcohol between 2000 and Source: Sartre Report Drugs: Driving with drugs is punishable by fines and suspension of the driving licence. Both the driver of a vehicle, and the supervisor of a learner driver, may be checked and penalised if drugs are found. Mobile phone: The use of a mobile phone is forbidden. The use of hands-free sets is allowed. It can be used if the vehicle is stopped or if the vehicle is parked. Safety Helmets: Use of safety helmets is compulsory for drivers and passengers of mopeds and for drivers and passengers of motorcycles with or without sidecar. Rest and driving time for professionals: The actual rest and driving time norms are in Belgium, as in most European countries, based on AETR /Council Regulation 3820/85. The AETR stipulates 9 hours a day and a maximum of two days of 10 hours of driving - Desk Research October

89 A. Main traffic rules Compulsory safety equipment in the car Use of safety equipment: A safety belt is compulsory for drivers, passengers and child. The use of seat belts in back seats was made compulsory in Children under 3 years old must use a child seat and children less than 12 years and under 1.5 metres must use the seat belt or a child restraint system adapted to their weight and waist in the car that usually transports them (occasional transport is allowed without special seats). First aid kits: A first aid kit is compulsory in private cars, in other vehicles such as coaches, heavy goods vehicles, in public transport etc. Fire extinguishers have also been compulsory in every type of car since Warning triangles: In Belgium, vehicles must be equipped with a warning triangle. The distance from the placing of the warning triangle to the obstruction is the most common one: 30 metres on motorways. Whenever it is not possible to place the triangle at 30 m, the driver is allowed to place it closer to the vehicle. Reflective jacket: Since February 1st 2007, wearing a reflective jacket has been mandatory by night and during the day in the case of an emergency. For instance, it is mandatory to wear it in the case of an accident or a breakdown. - Desk Research October

90 A. Main traffic rules Focus on driving licence Driving licence rules: In 2006, a reform changed many things about driving licence rules: The minimum age requirement for the theory exam and for practical training is 17. The theory test is an exam with 40 questions. For approval in this theory test, at least 32 correct answers are necessary. After passing the theory exam, a temporary driving licence is delivered Then, the practical test must be passed. The minimum age requirement for the practical test is 18. There is no minimum number of theory lessons before admission to the practical test. But candidates must take at least 10 practical lessons in order to pass the practical test. If the practical exam is failed twice, 6 hours of additional lessons have to be taken. For new drivers, there is a probation period of 1 year (if a serious offence is penalised during that period, the practical and/or theory exams have to be re-taken). If the driving licence has been lost, obtaining a new one can be subject to medical or psychological exams. For instance, drivers condemned for driving under the influence of alcohol, drug or medicines must take those exams (cost : 83 for medical exams and 282 for psychological exams). Disabled people can obtain special driving licences. The driving licence is not based on a penalty points system. Source: European commission Report - Desk Research October

91 A. Main traffic rules Other rules Insurance : All registered automobiles have to carry third-party liability insurance. The motor insurance premium is calculated with reference to the following elements : age, gender and place of residence of the applicant car type, claims history (no-claims bonus) An estimated 50,000 to 100,000 vehicles (1 to 2.4% of Belgian cars) are not insured. Each year, they cause 7,500 accidents (declared). Motor vehicles safety inspection: Since Mid-March 1968, Belgian law has required that all automobiles aged 4 years (date of first registration) be inspected once a year by approved organisations. Fees are applied. After a failed inspection, the vehicle must be re-inspected. On average, its cost is 24.5 for private cars. The government estimates that more than 206,000 cars have not passed a safety inspection, which represents 5% of Belgian cars. Source: European commission Report - Desk Research October

92 A. Main traffic rules Speed Cameras In 2006, there were 4,875 cameras in Britain, followed by Germany (3,108), Italy (1,945), Holland (1,594), Belgium (1,180) and France (973). The latest figures indicate 1,410 speed cameras (i.e per 1,000 sq km and 135 per 1 million inhabitants) and 2.6 speed cameras per 10,000 vehicles), with a large proportion located in Flanders. Since 2007, in order to increase road safety, speed camera checks have been announced on the police website. They announce a number of speed checks (the place, the time ) to take place during the week in progress. Furthermore, radio stations regularly inform about speed camera positions. Sources: Wayfinder SpeedAlert / The European Speed Camera Database and - Desk Research October

93 A. Main traffic rules Example of penalties 1/3 Since 2006, a new law about road safety has been voted in and is in force in Belgium. Infringements are ranked in 4 degrees according to their gravity. The penalties run from financial fines of 50 to court cases: - The first degree : offences which are not part of other categories of degree. - The second degree : offences which put people's safety indirectly in jeopardy. - The third degree : offences which put people's safety directly in jeopardy. - The fourth degree: offences which can cause irreparable physical damage. Concerning high speeding, there is specific legislation: a fixed minimum fine of 50 is to be paid. Then, there is a variable fine depending on the gravity of the infringement. For speeding under 10 km/h : fixed fine only: 50. For speeding from 11 to 30 km/h (40 km/h on motorways): fixed fine + 10 (5 in motorways) of penalty by extra km/h. For speeding over 30 km/h (40 km/h on motorways), the penalty is decided by a court. Source: European commission Report - Desk Research October

94 A. Main traffic rules Example of penalties 2/3 For drinking and driving behaviour : Between 0.5 and 0.8 g/l, the amount of the fine is Between 0.8 and 1.2 g/l, a 400 fine must be paid. Between 1.2 and 1.5 g/l, the financial fine is fixed at 550. For more than 1.5 g/l or for driving under the influence of drugs and medicines, the penalty is decided on by the court. Other penalties for drinking and driving : Immediate driving licence suspension Between 0.5 and 0.8 g/l > 0.8 g/l No Yes if > 1.5 Loss of the right to drive (decided by the judge) -If fatal accident -If new driver ( 2 years) -If fatal accident -If new driver ( 2 years) Source: European commission Report Fine (decided by the judge) From to 2,750 From 1,100 to 11,000 State of inebriety or abnormal state due to drugs or medicines Yes -From 1 month to 5 years - Definitive if fatal accident From 1,100 to 11,000 Second offence (>0.8) or drunkenness after use of drugs or medicines Yes -From 3 month to 5 years - Definitive if fatal accident From 2,250 to 27,500 Refusal to do a breathalyser test or blood sample without legitimate reasons Yes Optional From 1,100 to 11,000 - Desk Research October

95 A. Main traffic rules Example of penalties 3/3 The use of a mobile phone without a hands-free kit is considered as a second degree offence. It is punished by a financial fine of 100. The amount of the financial fine if the driver is not wearing a reflective jacket when it is compulsory is 50. Not wearing the safety belt is a first degree offence. The minimum amount of the fine for not wearing a safety belt is 50. Concerning safety helmets, a financial fine of 25 is to be paid in the case of non-respect of legislation. If drug substances are detected, then the driver is guilty of an offence. The first penalty is a ban on driving for 12 hours, renewable every 6 hours until signs of influence disappear this is a safety measure. Following this, there may be a suspension of the driving licence by order of the judicial criminal authorities. If there is a criminal prosecution, the offender may be sentenced to imprisonment for 15 days to 6 months and/or a fine of 1,000 to 10,000, or imprisonment for 1 month to 2 years and/or a fine of 2,000 to 25,000 in the case of a repeat offence within three years. Source: European commission Report - Desk Research October

96 B. Statistics on Transport - Desk Research

97 B. Statistics on Transport Key Statistics (2006) 152,256 km of roads Around 600 motorised vehicles per 1,000 inhabitants in 2006 and 475 passenger cars. Area of State (sqkm) 1) as of 1 st January 2006 except for individual countries 2) in km; as of 1 st January ) in sqkm a) 2005 b) 2004 c) 2003 d) 2002 e) 2001 f) 2000 g) 1999 *) without moped/mofa Home Population (1,000)¹ Density (inhab./sqkm) Total Network Network Length of all Length of all Motorways 2 Public Roads 2 Number of Motor Vehicles (1,000) 1 * Number of Motorized Two- Wheelers 1 Average number of passenger cars per 1,000 inhabitants, Number of Passenger Cars and Station Wagons 1 Number of vehicles (per 1,000 inhab.) Belgium * Number of passenger cars (per 1,000 inhab.) France Germany Great Britain ,7 (UK) Ireland a e 125 e a 34 a a Italy b b c b b b Luxembourg * Portugal a g a 571 a a Spain a Switzerland Sources: Eurostat and IRTAD - Desk Research October

98 In 2006, the Belgian road network consisted in 152,256 kilometres. The main roads (motorways, national roads and secondary or regional roads) represent 15,700 kilometres In Belgium, the administration of transport infrastructure is largely decentralised. Road safety issues related to infrastructure are therefore handled at regional level (LIN in Flanders and MET in Wallonia). In 2006, Belgium was the country with the highest density of road network. B. Statistics on Transport Road Network The proportion of motorways compared to the total road network is 1.1% (quite far below the European average). The density of motorways (1000 km per 1000 km 2 in 2004) is quite good : 0.05 in Desk Research October

99 B. Statistics on Transport Focus on means of transport The proportion of use of passenger cars in Belgium is quite similar to use in the other countries concerned by the AXA Road Behaviour Survey (Republic of Ireland excluded). 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Belgium France Germany Ireland Italy Luxembourg Portugal Spain Switzerland UK Passenger cars Buses and Coaches Railways Tram & Metro Source: Passenger mobility in Europe, Eurostat (2007) - Desk Research October

100 C. Statistics on Road Safety - Desk Research

101 B. Statistics on Transport Definition of injury accidents There are different definitions of injury accidents according to country. Those different definitions can be summed up : - In Belgium: accidents occurring on a public road recorded by the police and leading to one or more persons being injured (involving at least one moving vehicle). - In France : Accident occurring on a public road directly involving at least one vehicle and causing the death (including anyone who dies within 6 days as a result of the accident) of one or more victims or leading to slight or serious injuries of one or more persons involved. - In Germany : Accidents with personal injury involving at least one moving vehicle and in which persons were killed or injured irrespective of the amount of material damage. - In Great Britain : Accidents on public roads involving at least one vehicle and resulting in human injury or death. - In Ireland : Where there are no deaths but a person or persons is/are injured. -In Italy :An event where at least one circulating vehicle is involved and results in the injury of a person or persons. - In Luxembourg : Traffic accident where one or more persons is injured. - In Portugal : Any collision involving at least one vehicle and occurring on a public road and leading to at least one victim. -In Spain: Accident on a public road involving at least one moving vehicle and resulting in at least one injured person. -In Switzerland: Accidents occurring on public roads and squares leading to personal injuries or fatalities - Desk Research October

102 C. Statistics on Road Safety Status of Road Safety in Europe Of all transport modes, road transport is clearly the most dangerous and the most costly in terms of human lives, in Europe. According to CARE (the Community Road Accident Database), there were about 1.3 million car accidents in the EU-25 in 2004, in which about 1.8 million people were casualties, of whom about 285,000 were serious. Of these cases, 43,358 lost their lives, which translates into 95 road deaths per million inhabitants in the EU. The majority of fatalities occur in accidents outside built-up areas, whereas motorways appear to be the safest. Today, roads are without doubt safer than a few decades ago. Better road design, higher standards for obtaining a driver s licence, stricter standards in vehicle technical inspection and especially safer vehicles explain this positive development. In relation to the latter aspect, public awareness was notably raised by the activities of the European New Car Assessment Programme (Euro-NCAP), an independent organisation specialised in the assessment of the safety of passenger cars through various crash tests. - Desk Research October

103 C. Statistics on Road Safety Key Road Safety Data in Belgium 1,103 road fatalities in 2007 (1,069 in 2006, +3%) 10.5 fatalities per 100,000 inhabitants in 2007 (10.16 in 2006) 49,171 injury accidents in 2006 (49,307 in 2005, -0.3%) Density of car ownership is inversely correlated with the ratio of fatalities/passenger cars. (Indexed 1970=100) Extracted from : OECD, Country Reports on road safety performance, July Desk Research October

104 C. Statistics on Road Safety Key Road Safety Data: fatalities status in 2007 In Belgium, the number of fatalities increased between 2007 and 2006 (+3%). But the latest figures are encouraging (-7% over the last 12 months available) (Provisional) 2007 killed/pop Δ% Δ% Last 12 months available (Δ% ) Last Month Available Belgium % -26% -7% Feb 08 Germany % -29% -11% May 08 Ireland (Eire) % -18% -12% June 08 Spain % -31% -14% June 08 France % -43% -9% June 08 Italy % -22% -9% June 08 Luxemburg % -39% -60% March 08 Portugal % -42% -9% June 08 UK % -15% - Dec 07 Switzerland a 50 4% -27% - June 08 EU % -21% -11% Source : Care & national data - Desk Research October

105 C. Statistics on Road Safety Key Road Safety Data : positioning Among the European Countries in our survey, Belgium is the worst in terms of fatalities per million inhabitants (but the number of fatalities decreased greatly between 2001 and 2007). - Desk Research October

106 C. Statistics on Road Safety Key road safety data - analysis Road users: The risk for all road users decreased greatly between 1980 and Nevertheless, the evolution between 2006 and 2005 was not encouraging: the number of fatalities involving pedestrians, bicyclists, and riders of motorised two-wheelers increased. Only the number of fatalities of occupants of Passenger Cars decreased during this period but they are still the most frequent victims. Age groups: The number of fatalities increased for people aged 65 and over, whereas a decrease in fatalities was observed for other age groups. In Belgium, young people (aged 18-24) represent 25% of all driver deaths. Location: Overall, fatalities have decreased on all types of road. The decline in fatalities, however, is more pronounced on country roads and in urban areas than on motorways (which recorded more fatalities in 2006 than in 2005 : +3%). Extracted from : OECD, Country Reports on road safety performance, July Desk Research October

107 C. Statistics on Road Safety Evolution of fatalities on roads in Belgium Extracted from : OECD, Country Reports on road safety performance, July Desk Research October

108 Other general statistics Injury Accidents by location C. Statistics on Road Safety Analysis of the results for 2006 Positioning 1/3 Killed per 100,000 Population Age Injury Accidents per per 1 mill. Outside Total and more Population Veh Km All roads Urban Areas Motorways Belgium France Germany Great Britain Ireland 9.3 a 1.0 a 21.5 a 8.2 a 12.0 a 154 a 0.18 e 10.9 e - - Italy 9.7 b 1.4 b 17.6 b 9.3 b 10.5 b 388 b Luxembourg b 19.2 b 10.4 b 21.9 b 159 b Portugal 11.8 a 1.9 a 19.8 a 12.5 a 12.3 a 351 a g Spain Switzerland a) 2005 b) 2004 c) 2003 d) 2002 e) 2001 f) 2000 g) 1999 **) Killed: 30-Day-Period. except Italy before 1999 (7 Days) +8%; France until 2004 (6 Days) +6.9%, 1993 up to %, before %; Spain before 1993 (24 Hours) +30%; Greece before 1996 (3 Days) +18%; Austria until 1991 (3 Days) +12%. before %; Switzerland before 1992 (unlimited) -3%; Japan before 1993 (24 Hours) +30%; Korea before 2000 (3 Days) +15%; Portugal (24 hours) changed to +14% in all figures for Portugal revised accordingly. Injury accidents have increased both outside urban areas and on motorways. Thus, the stability of total injury accidents is due to better results for other types of roads. As in other countries, young people are very affected by road fatalities. Killed per 1 billion Veh Km Total Δ% Outside Urban Areas Δ% Motorways Δ% Belgium ,2% ,7% ,1% France ,0% ,0% ,9% Germany ,6% ,9% ,4% Great Britain ,8% ,9% ,8% Ireland Italy Luxembourg Portugal ,7% ,8% ,3% Spain ,4% ,5% ,1% Switzerland ,0% ,6% ,2% Source: IRTAD - Desk Research October

109 C. Statistics on Road Safety Analysis of the results for 2006 Positioning 2/3 Fatalities by location Total Number Δ% Outside Urban Areas Δ% Motorways Δ% Belgium ,8% ,8% ,2% France ,5% ,9% ,3% Germany ,0% ,7% ,6% Great Britain ,9% ,4% ,3% Ireland Italy Luxembourg Portugal ,3% ,6% ,3% Spain ,6% ,8% ,9% Switzerland ,5% ,6% ,0% (**) Killed: 30-Day-Period, except Italy before 1999 (7 Days) +8%; France until 2004 (6 Days) +6.9%, 1993 up to ,7%, before %; Spain before 1993 (24 Hours) +30%; Greece before 1996 (3 Days) +18%; Austria until 1991 (3 Days) +12%, before %; Switzerland before 1992 (unlimited) -3%; Japan before 1993 (24 Hours) +30%; Korea before 2000 (3 Days) +15%; Portugal (24 hours) changed to +14%, all figures for Portugal revised accordingly. Fatalities by user type Occupants of Occupants of Motorized Passenger Cars and Pedestrians Δ% Bicyclists Δ% Two-Wheelers Δ% Station Wagons Δ% Belgium ,0% ,2% ,5% ,6% France ,7% ,6% ,2% ,3% Germany ,6% ,5% ,4% ,3% Great Britain ,6% ,4% ,3% ,8% Ireland Italy Luxembourg Portugal ,1% ,7% ,4% ,2% Spain ,9% ,5% ,5% ,3% Switzerland ,1% ,4% ,0% ,4% (**) Killed: 30-Day-Period, except I before 1999 (7 Days) +8%; F (6 Days) +5,7%, before %; E before 1993 (24 Hours) +30%; GR before 1996 (3 Days) +18%; A until 1991 (3 Days) +12%, before %; CH before 1992 (unlimited) -3%; J before 1993 (24 Hours) +30%; ROK before 2000 (3 Days) +15%; P (24 hours) changed to +14%, all figures for Portugal revised accordingly. - Desk Research October 2008 Source: IRTAD 109

110 C. Statistics on Road Safety Analysis of the results for 2006 Positioning 3/3 Fatalities by age 0-14 Years Δ% Years Δ% Years Δ% Years and more Δ% Belgium ,5% ,8% ,6% ,8% France ,4% ,8% ,3% ,4% Germany ,5% ,9% ,4% ,7% Great Britain ,8% ,0% ,3% ,5% Ireland Italy Luxembourg Portugal ,4% ,9% ,9% ,2% Spain ,0% ,1% ,8% ,5% Switzerland ,3% ,9% ,4% ,5% (**) Killed: 30-Day-Period, except Italy before 1999 (7 Days) +8%; France until 2004 (6 Days) +6.9%, 1993 up to ,7%, before %; Spain before 1993 (24 Hours) +30%; Switzerland before 1992 (unlimited) -3%; Portugal (24 hours) changed to +14% in 1999, all figures for Portugal revised accordingly. (2004) Young Drivers (aged 18-24) All Drivers Young as % of all Driver Deaths (C) Young as % of Total Population (D) C/D Belgium ,0 8,6 2,9 France ,4 9,1 2,9 Germany ,2 8,2 3,9 Great Britain ª ,8 10,2 2,9 Ireland ª ,2 13,1 2,2 Italy n/a n/a n/a n/a n/a Luxembourg n/a n/a n/a n/a n/a Portugal ,4 10,0 2,0 Spain ,1 9,1 2,1 Switzerland ,7 8,3 2,6 Source : OECD, Irtad a. Drivers aged Desk Research October 2008 Source: IRTAD 110

111 C. Statistics on Road Safety Accident Causes Speed : In general, in Belgium, speeding - which encompasses excessive speed (i.e. driving above the speed limits) or inappropriate speed (driving too fast for the prevailing conditions, but within the limits) is a causal factor in around one third of fatal accidents. Drunk driving : Drunk drivers are clearly over-represented in road traffic crashes. Unfortunately, almost none of the European countries systematically test all road users involved in crashes for alcohol. Therefore, alcohol related crashes are underreported in the official statistics of most European countries. Checks after an accident in Belgium negative % of fatal accidents where alcohol is a factor in Belgium 9,2% 8,2% 7,3% 3,8% 4,5% 5,2% To give an example, in Finland it is compulsory to test all road users involved in a fatal crash for alcohol. From the results of these tests it is concluded that in Finland 24% of all the fatally injured drivers had a BAC of 0.5 g/l alcohol or more. In Sweden more than 90% of all fatally injured drivers are tested. 28% of the drivers who died in traffic in Sweden in 2004 had alcohol or other drugs in their blood. And in France from a sample of 7458 fatal crashes that happened between October 1st 2001 and September 30th 2003, 28.6% appeared to be attributable to drivers who had alcohol in their blood. Fatigue: In general, fatigue is involved in 10-25% crashes. But this does not in itself prove that fatigue increases crash risk. For example, it could be that drivers who are more fatigued also drive more kilometres than other drivers so that the risk per kilometre is the same for fatigued and non-fatigued drivers. Source : OECD Speed Management, jesuispour.be - Desk Research October

112 Car Drivers, in 2005 : C. Statistics on Road Safety Belt Wearing Rates In most countries, the belt wearing rates are lower in urban areas. Belgium has the lowest belt wearing rate among the countries in our survey. The evolution in seat belt wearing rates shows good results (especially in urban areas, even if it remains lower). Car occupant deaths Car driver deaths Propotion driver deaths in occupant deaths (%) Current driver seat belt rate (%) Lives saved Total of driver deaths had none used seat bels Reduction in driver deaths due to seat belt use (%) Sources: Road Safety PIN, flash 4, 2005 Sources: IRTAD, OECD, Country Reports on road safety performance, July Desk Research October

113 C. Statistics on Road Safety Offences in Belgium Speed : Drunk driving : Regions Controls in 2007 Positive test Since 2004, a portion of the revenue from fines has gone to the local and federal police to finance road safety actions (as defined in the road safety action plan). Sources: IRTAD, OECD, Country Reports on road safety performance, July 2008 and jesuispour.be - Desk Research October

114 D. Focus on passenger cars - Desk Research

115 D. Focus on Passenger cars Stock of passenger cars 4,976 in 2006 Stock of passenger cars (1,000) The petrol-diesel engine share is highly influenced by national tax systems. The share of cars with diesel engines has increased by over 35 percentage points since This upswing is primarily caused by a markedly improved diesel technology, lower fuel consumption and cheaper prices at the filling stations (the UK being an exception for the latter aspect). Car equipment in Belgium : Petrol Diesel Others Less than 2 years From 2 to 5 years From 5 to 10 years 2006 Forecast : 2008 More than 10 years Belgium France* , Germany* Great Britain* Ireland ,0 0, Italy** Luxembourg , , Portugal** Spain , Switzerland* ,2 14, , *2003 **2002 Households which own at least 1 car 77% 77% Among them, Households which own 2 cars or more 22% 26% The percentage of households with 2 cars or more is quite low. This percentage is expected to increase during the next years. - Desk Research October 2008 Source: Eurostat and IRTAD 115

116 D. Focus on Passenger cars Travel behaviours Average daily distance travelled per person on motorised transport* (2004 in km) : Belgian people travel on average 38 kilometers per day. Moreover, they make on average 3 trips per day. There is a positive linear relationship between the average daily distance covered per person by car and the number of passenger cars per 1,000 inhabitants in 2004: - Large countries with high transport performance can be found in the upper right corner. - In the opposite corner are most of the smaller countries. Luxembourg, which has a high car density, and high daily transport performance is one of the exceptions. - Desk Research October

117 D. Focus on Passenger cars Use of passenger cars Private transport spending in Belgium : In 2006, Belgian households devoted an average of 15% of their spending to transport. More specifically, they spend 6.1% of their budget on buying vehicles, 7.1% on the use of their car (petrol, maintenance, technical controls ) and 1% on public transports. Number of kilometres: In 2005, in Belgium, the number of kilometres travelled by a private car (average) was 14,950 kilometres per year. That is more than it used to be 10 years ago (13,650 km). It is one of the highest figures in all the EU developed countries just after the UK. Source: Eurostat and IRTAD - Desk Research October

118 D. Focus on Passenger cars Purchase of new cars 1/2 In 2006, 6.4% of Belgian households bought a new car. This is a high result: the second highest among EU developed countries. Concerning registration of new private cars: Belgium (1,000) f : forecast (f) 2008(f) (+9,6%) 500 (- 5%) 505 (+1%) 2009(f) 477 (-5,5%) According to forecasts, the annual growth rate in registration for the period is expected to remain stable by Purchasers of new cars by age in 2005: 18% 14% The average age of new car purchasers is quite low in Belgium : 46.1 years. < 30 years years 32% 36% years > 60 years This distribution has no specific marked characteristics compared to the distribution of EU developed countries. Source: Observatoire de l automobile Cetelem - Desk Research October

119 D. Focus on Passenger cars Purchase of new cars 2/2 Distribution of different energies in private Belgian cars (new cars sold in 2006): 75% 25% Diesel 0% Essence Other energies Petrol pas essence Belgium has a very high percentage of Diesel cars (75%). This is by far the highest rate in EU developed countries Cost of new cars in Belgium: In Belgium, new cars in general are at the same price as the EU developed countries average. For low cost cars, it costs a little less in Belgium than in other EU countries (2%) and for middle cost cars it is a little more expensive. But, on the whole, the prices are comparable to the average for EU developed countries. Source: Observatoire de l automobile Cetelem - Desk Research October

120 E. Road Safety Policy and Communications - Desk Research

121 E. Road Safety Policy and Communications Major Road Safety problems today 1. Speed 2. Drunk driving 3. Seat-belt wearing 4. Driving under the influence of illicit drugs 5. Young drivers 6. Motorcycles 7. Heavy goods vehicles. Extracted from : OECD, Country Reports on road safety performance, July Desk Research October

122 E. Road Safety Policy and Communications Road Safety priorities Prior to 2001, road safety was not prioritised in Belgium, and the road safety situation was among the worst in the European Union. This was combined with significant increases in the number of cars and the amount of traffic throughout the 1990's and in recent years. Given the relatively poor road safety performance on the Belgian road network, road safety was given increased priority by the Belgian Government in The Council of Ministers initiated the road safety consultation group (SGVV). This led to the introduction of action plans, safety measures, campaigns and increased enforcement. The objective of the action plans first agreed upon in 2001 is to decrease the number of fatalities by 50% by 2010 as compared to The SGVV conducted an in-depth analysis of the Belgian road safety situation and drew up proposals and recommendations. This included measures to : List the main road safety problems and their development in the coming years List the existing measures and objectives at regional level Determine a quantifiable objective to be reached at federal level and draw up recommendations regarding support for road victims, as well as for the monitoring and evaluation of the agreed objectives. Based on the major issues outlined in the EU Road Safety Action Plan, The SGVV worked on 10 specific problems: 1) Inappropriate and excessive speed 2) Drink-driving 3) Fatigue while driving 4) Driving training 5) Heavy traffic 6) Traffic code 7) Use of seatbelt and safety equipment 8) Active and passive vehicle safety 9) Adapting infrastructures 10) Support for road accident victims. Source: Road Safety Countryprofile (EU) - Desk Research October

123 E. Road Safety Policy and Communications Road Safety Management Organisation Road safety policy is highly decentralised to the three regions, but modifications are currently underway. The federal level is responsible for legislation and the Highway Code, driving licences, and the management of municipal roads. The regions manage the road network in their territories (excluding urban roads), education and mobility plans. Road safety is treated as a component within the context of a broader mobility policy, including "quality of life" and "sustainable development". In general, the institutional complexity causes problems where it comes to actual planning, execution and evaluation of road safety in Belgium. The road safety action plan includes a set of policy recommendations. Quantitative targets to be achieved have been defined as have a set of road safety indicators : Sources : esafety Support and OECD, Country Reports on road safety performance, July Desk Research October

124 E. Road Safety Policy and Communications General Road safety Action Plans 1/3 For Road Users In 2002, driving licence education and exams were enforced through the following measures : - Removing the Class A written examination waiver granted when the Class B written examination is passed and vice versa - A hands-on tachograph test is now a requirement for Class C and D licence examinations - Medical checks obligatory for analysing the effect of all treatments and medications on driving ability. Since 2004, the police have continued to increase the number of checks, particularly of inappropriate speeds or excessive speeding, as this has been identified as the main cause of accidents on motorways. Control of drink-driving has increased in recent years, together with prevention campaigns, the most notable one being the BOB campaign. Initiatives are also being taken by public transport operators to offer free transport for certain events or at certain periods of the year (Christmas, New Year s Eve) IBSR is the coordinator for a European research project including pilot-projects with the installation of alcohol locks in vehicles. Source: Road Safety Countryprofile (EU) - Desk Research October

125 E. Road Safety Policy and Communications General Road safety Action Plans 2/3 Enforcement of speeding is carried out both by stationary radar and cameras. In recent years, speed controls have been intensified. Police checks on seatbelt use are carried out together with other checks and seldom as a separate action. For vehicles: The following rules came into force during 2004: - Cruise control forbidden for heavy goods vehicles close to road works - The use of indirect viewing equipment for blind spot reduction for utility vehicles, implementation during a transition period Seatbelts are compulsory on new coaches and pictograms are obligatory - Improved technical checks (test of brakes for loaded heavy goods vehicles). It is expected that motorcycle inspection will become obligatory in the near future, in the event of resale and following an accident with severe damage to the motorcycle. Source: Road Safety Countryprofile (EU) - Desk Research October

126 E. Road Safety Policy and Communications General Road safety Action Plans 3/3 An intelligent speed adoption system has been tested in Ghent. A maximum speed road map is linked to the car through GPS, providing counter pressure on the pedal if speeding over the limit. Following 2001, a number of regulatory measures and traffic rules have been implemented in order to protect vulnerable road users: - Stopping or parking less than 1.5 meters from a pedestrian crossing is forbidden, Removal of the 2/3 rule in vehicles; since 2003 (coaches) and 2005 (other vehicles), only 1 person has been allowed per seat, thus the principle authorising seating 3 children on two adult seats is no longer allowed etc. - All moped riders must use a helmet as from Class B mopeds must drive on the road (2005) - Cyclists are allowed to ride in bus lanes (2002). Cyclists are allowed two-way usage of oneway roads when indicated, As of 1 January 2004, the principle of responsibility of stronger users in relation to more vulnerable users was implemented to create a new balance between road users and to further protect vulnerable users (eg : longer green light time for pedestrians at traffic lights). Source: Road Safety Countryprofile (EU) - Desk Research October

127 E. Road Safety Policy and Communications Recent (after 2002) road safety initiatives Extracted from : OECD, Country Reports on road safety performance, July Desk Research October

128 E. Road Safety Policy and Communications A Road Safety Campaign 1/2 The BOB campaign The BOB campaign is one of the most famous road safety campaigns. It has been a great success and many countries have adopted it and created similar campaigns. In Belgium, this campaign has become a reference. The Bob campaign was jointly implemented by the IBSR (Belgian Road Safety Institute a non-profit-making body) and the ARNOLDUS Group from the Confederation of Belgian Breweries. Since 1995, the campaign has been repeated at least once a year. Since 2004, it has been done in partnership with some local associations and groups. In this campaign, Bob, who is the one who drives and doesn t drink, is considered to be a hero after each party. In fact, he is the one who brings the other back safely. A few weeks after the beginning of the campaign, it had been a significant success and 80% of Belgians had heard of it. Bob has now become a strong symbol of the fight against drunk driving, and has certainly contributed to reducing the phenomenon of drunk driving in Belgium, especially with young people. Results are positive : Bob campaign December 1st 2007 to January 15th 2008 Campaign Tested Controlled positive (0,5-0,8 ) Controlled positive (> 0,8 ) TOTAL 01/12/07 and 18/01/ ,40% , , ,50% ,5 Source: isbr.be - Desk Research October

129 E. Road Safety Policy and Communications A Road Safety Campaign 2/2 The overall objective of the Bob campaigns is to: reinforce the idea that drinking and driving do not mix; make drivers aware of the dangers of alcohol behind the wheel ; and make drunk driving socially unacceptable. The message is intended for all drivers. Mass media (e.g. billboard advertising, posters, TV and radio ads, flyers etc.) are the means to spread this message and make drivers conscious of the problem and, hopefully, change their behaviour. Where possible, the active collaboration of the police force is sought in order to raise the level of the objective and subjective risk of being caught. Besides the media mentioned above, some below-the-line channels are used as well (for example, distribution of Bob keyrings in pubs, cafés and restaurants). I This is the first road safety campaign to have its own website ( Moreover, a bus has been created. It offers free alcohol tests and a driving simulator that accurately shows the effects of drunk driving. This bus is a great work tool in increasing social awareness particularly for educational and preventive actions. In 2001, the Bob concept was introduced in The Netherlands, France and Greece with the support of the European Commission. The success of these Bob designated driver campaigns has inspired organisations from other European member states to implement the same kind of campaign to combat drunk driving. In 2006, the Bob designated driver approach and strategy will be implemented in seventeen EU member states, in an attempt to reduce the number of casualties due to drunk driving. Source: isbr.be - Desk Research October

130 E. Road Safety Policy and Communications Latest campaigns July 22th to August 25th 2008 June 3rd to 29th 2008 April 11th to May 4th 2008 September 24th to October 24th 2007 June 4th to July 1st 2007 July 30th to August 26th Desk Research October

131 F. Road Safety Systems - Desk Research

132 F. Road Safety Systems : Autonomous vehicle-based systems : ESC 1/2 ESC (Electronic stability control) or ESP (Electronic stability programme) ESC stabilises the vehicle and prevents skidding within the physical limits by active brake intervention on one or more wheels and intelligent engine torque management. In this way, ESC helps the driver to stabilise the vehicle although the extent to which it can do so is of course limited by the physical laws governing the dynamic behaviour of the vehicle. The moment the car deviates from the intended path, ESC intervenes to counteract any incipient tendency to skid by applying a precisely metered braking force to one or more wheels. ESC systems combine the functions of ABS (Anti-lock Braking System) and TCS (Traction Control System) and complement them with directional stability assistance. Several accident studies have proven that ESC significantly reduces the number of fatalities, on average between 15 and 20%. It especially has an impact on slippery road surfaces and in other situations in which a driver loses control of the vehicle. The number of cars equipped with ESC has increased steadily. In 2003, 29% of newly registered cars in Europe had ESC on board. In 2004, this number climbed to 37%, reaching 40% in 2005, and 43% in The installation rate in Europe for January June 2007 stands at 47%. During these six months, the biggest increase was recorded in Italy, where the share climbed from 35 to 41 %, followed by Spain, where the ESC fitment rate rose by five percentage points to 55%. In Germany, the equipment rate stands at 77% of all newly registered. Up to now, only a small share of buyers choose ESC as optional equipment when purchasing a car. The reason why the share of vehicles equipped with ESC still continues to rise is the increasing number of compact-class models sold outside Germany that feature the system as standard equipment. In the high-volume small car segment, by contrast, this active safety system hardly features as standard equipment anywhere in Europe, and in some models is not even available as an option. In May 2008, the Commission presented a draft proposal for a regulation concerning new safety requirements for vehicles. This draft document supports the adoption of safety technologies and makes ESC mandatory on all new car series starting October 29yj 2012, with all new vehicles being equipped by In other efforts to make roads safer, the European Parliament adopted an own-initiative report that calls on car manufacturers to make safety technologies, including ESC, cheaper and available to all. Source: esafetysupport - Desk Research October

133 F. Road Safety Systems : Autonomous vehicle-based systems : ESC 2/2 ESP by country ESP by car sector Belgium corresponds to the average for European countries with a rate of ESP installation in new cars of 47% in Desk Research October

134 F. Road Safety Systems : GPS equipment GPS (Global Positioning System) Last year, 507,000 portable satellite navigation systems were sold in Belgium, far behind other European countries such as Germany, UK and France. Compared with 2006, demand rose by 44%. - Desk Research October

135 F. Road Safety Systems : Other autonomous vehicle-based systems Adaptive headlights An adaptive headlights system consists of electromechanical-controlled headlights to ensure optimum illumination of a lane in road curves or bends. Processing data such as vehicle speed, steering wheel angle and the rotation of the car around its vertical axis, the headlight is directed into the bend as soon as the vehicle begins cornering. A reduction of the glare for oncoming vehicles is also possible. Adaptive headlights help drivers at night, twilight or in other situations with poor visibility especially accidents involving parked or stopped vehicles, pedestrians, bicyclists and animals. Nevertheless, the overall safety effect of adaptive headlights depends on how drivers modify their behaviour to the increased visibility conditions. Obstacle and collision warning (Longitudinal support and collision warning) A collision warning system informs drivers when it detects the imminent danger of a collision with an obstacle in the vehicle path. The system is most often incorporated into vehicles with radar- or laser-based adaptive cruise control that automatically adjusts the vehicle speed and distance to that of a target vehicle. A camera may also be used for additional input. The combined information provides a reliable picture of the road scene and is especially helpful in conditions of poor visibility or when the driver is distracted or overstrained. A collision warning system has several advantages over human performance in helping to avoid collisions, including its ability to continuously monitor the road ahead and react quickly and automatically to danger. It can especially have an effect on the likelihood and severity of rear-end collisions. Blind spot monitoring When using the rear-view mirror, drivers normally have blind spots on both sides of the vehicle. Wide angle side mirrors can help reduce these areas, but blind spot monitoring systems using camera techniques with image processing or radar sensors can provide additional information. Using warning signals, they are able to provide better information about the blind spot area and a possible obstacle. Blind spot monitoring systems can also help drivers to prevent side collisions by making them more aware of other vehicles in close proximity. Lane departure warning (Lane keeping assistant) A lane departure warning system is automatically triggered when the driver mistakenly allows the vehicle to stray out of his/her lane. When a vehicle is about to move across the road marking, video sensors detect the movement and activate an acoustic, visual or haptic warning, allowing the driver to be aware and, if wanted, take immediate action to get back into the lane. Active lane-keeping systems support the driver through additional and perceptible force, i.e. such as in the steering wheel. A lane departure warning system can especially reduce the likelihood and severity of head-on or side collisions and single vehicle accidents. Dynamic traffic management and Local Danger Warnings Dynamic traffic management systems, together with local danger warnings, are systems based on the interaction between the infrastructure and the vehicle. They provide the driver with different messages or warnings in order to increase the safety and flow of traffic in cases of disturbance caused by incidents, congestion or adverse weather. The systems are operated automatically, semi-automatically or manually from traffic control centres based on fixed monitoring systems or mobile sensors installed on vehicles acting as a sensor for the road network (Floating Car Data). Variable Message Signs (electronic traffic signs) are used to give the information to drivers, including regulatory, danger warning and informative messages. Dynamic traffic management systems can harmonise the traffic flow and manage vehicle speeds according to the prevailing conditions, which has been shown to reduce fatal and injury-causing accidents. The impacts of the system depend on the quality of the traffic management system and the level of traffic volumes. In addition, they can improve the efficiency of the transport system, reduce congestion and increase driver comfort. Local Danger Warnings improve driver awareness of incidents and other problems on the road section immediately ahead. Roadside local warning systems have been shown to reduce road accident related injuries and fatalities. Source: esafetysupport - Desk Research October

136 F. Road Safety Systems : Infrastructure-related systems ecall (emergency call) The in-vehicle ecall is an emergency call generated either manually by the vehicle occupants or automatically via activation of in-vehicle sensors after an accident. When activated, the in-vehicle ecall device will establish an emergency call carrying both voice and data directly to the most appropriate emergency response service, normally a 112 Public Safety Answering Point (PSAP). The voice call enables the vehicle occupants to communicate with the trained PSAP operator. At the same time, a minimum set of data is sent to the PSAP operator containing information about the incident including time, precise location, the direction the vehicle was travelling and vehicle identification. The pan-european ecall service aims to be operative for all vehicles travelling within Europe irrespective of their country of origin. When fully deployed, an ecall system that provides accurate location data should lead to a higher efficiency of the rescue chain. This reduces the severity and consequences of accidents by providing faster medical care for road safety victims. The use of ecall has been estimated to decrease the number of severe road injuries and fatalities by 5-15%. Extended environmental information (extended Floating Car Data) Floating Car Data (FCD) uses systems on individual vehicles to gather data concerning the traffic situation on the entire road network. The in-vehicle equipment records the car location, speed and possibly other information such as acceleration or deceleration, and sends the recorded information anonymously to a central system or to other cars. Extended FCD brings in new types of data such as weather, visibility, and road surface friction. The data can be used as content for different applications and services, such as detection of traffic jams, slippery road sections, direct calculation of travel times and instantaneous traffic reports. Normally, about 3-5% of vehicles on a road section need to be equipped with the system for sufficiently reliable information. The benefits from extended environmental information will follow from the services utilising the collected data, such as creating better driver awareness of the road network conditions in real time. Real-time traffic information (RTTI) The goal of real-time traffic information is to assist drivers to use road networks more effectively by providing up-to-date traffic information, shown in the vehicle through the audio system, control display, digital road maps or last but not least via roadside Variable Message Signs. A service can, for instance, notify drivers of traffic incidents on their route, allowing them to change course calculated by the system automatically and possibly avoid delays. Pre-trip or on-trip real-time traffic information via in-vehicle receivers about problems and hazards on the road network can also allow drivers to avoid the situation by changing their route or being better prepared. RTTI can have positive effects on overall congestion, transport network efficiency and driver comfort and safety. Extended data sources such as Floating Car Data (see above) also improve the quality and variety of RTTI services. Speed alert Speed alert systems alert the driver with audio, visual and/or haptic feedback when the speed exceeds a limit set by the driver or the legal fixed speed limit. The speed limit information is either received from transponders in speed limit signs, a video camera in the vehicle or from a digital road map, requiring reliable positioning information. The reduced speeds due to an activated speed alert system decrease the risk and consequences of road accidents. Source: esafetysupport - Desk Research October

137 G. Harmonisation of policies and role of the European Commission - Desk Research

138 G. Harmonisation of policies Role of the European Commission EU members have decided to produce common initiatives in order to take up the road safety challenge. In terms of road safety, the European Commission wants to take concrete actions, assess results and further heighten awareness about the need to reduce road accident fatalities. The European Commission is playing a major role in the Europe-wide effort to make our roads safer. It wishes to afford all stakeholders (institutions, associations and companies) the opportunity to share ideas and practices across Europe, so that all stakeholders can learn from each other and gain inspiration as to how the road situation in Europe can be improved. The European Commission, through its Road Safety Action programme, has listed 60 specific measures, whose implementation depends on the responsibility of the European Union and its Member States. EU members have written a charter called "The European Road Safety Charter". The European Road Safety Charter is an appeal to all civil society organisations to participate in this joint undertaking and to implement concrete measures to meet this challenge. - Desk Research October

139 G. Harmonisation of policies European Road Safety Charter 1/2 PREAMBLE Whereas the number of road accident victims in Europe at present is unacceptable, and the most effective possible measures need to be taken to reduce this number in the shortest possible time, Whereas coordinated action between the many parties having responsibility, in one capacity or another, is more likely to achieve the intended results, Believing that there are effective measures available to encourage road users to apply safety rules and even to take further measures, for example in order to reduce the exposure of users to the risks of accidents; and believing that the scope of such measures will be all the greater if a critical number of stakeholders commit themselves to them, Subscribing to the objective of reducing the number of deaths on the roads by at least 50% by 2010, Confident in the sense of responsibility of the individuals and organizations concerned, Aware that actions to promote road safety entail extremely low costs compared with the human, social and economic cost of unsafe roads, - Desk Research October

140 G. Harmonisation of policies European Road Safety Charter 2/2 PRINCIPLES 1) To take the measures within my sphere of responsibility to contribute to the abovementioned objective of reducing the number of road deaths. 2) To include road safety actions and safety performance measurement among my major objectives and principal decision-making criteria, in particular in the context of research activities, organisation and investment and in the more general framework of the organisation of professional activities, so as to draw up a veritable road safety plan. 3) To share with the competent bodies responsible for road safety technical and statistical information making for a better understanding of the causes of accidents, the injuries caused by accidents and the effectiveness of preventive and palliative measures. 4) To contribute to preventing road traffic accidents by pursuing high-quality actions in one or more of the following areas: - initial and continuous driving training and information, - motor-vehicle equipment and ergonomics, - infrastructure designed to minimise the risks of accidents and their gravity and to encourage safe driving 5) To develop and implement technologies for reducing the consequences of road traffic accidents. 6) To contribute towards the development of means of uniform, continuous and appropriate monitoring of compliance with traffic rules by persons acting in my name or under my authority and penalising any offenders in a uniform, rapid and proportionate way. 7) To create a framework encouraging the introduction of continuous education actions and the rehabilitation of high-risk drivers. 8) To endeavour to contribute, wherever possible, to a better understanding of the causes, circumstances and consequences of accidents in order to draw lessons from them in order to avoid their repetition. 9) To contribute towards ensuring that effective and high-quality, medical, psychological and legal assistance is available for road accident victims. 10) To accept post-evaluations by peers, in accordance with appropriate confidentiality rules, of the measures taken to improve road safety and, where necessary, to draw lessons from them to review the measures. - Desk Research October

141 G. Harmonisation of policies EU Road Safety Projects 1/6 ADVANCED Advanced is a study of post-licence driver and rider training co-financed by the European Commission. It describes and analyses voluntary, post-licence training and makes a series of recommendations on how to improve such training. It emphasises the importance of avoiding overconfidence amongst trainees and indicates how training can be more effective and balanced. ADVISORS Action for advanced Driver assistance and Vehicle control systems Implementation, Standardisation, Optimum use of the Road network and Safety. Research and development have created a range of Advanced Driver Assistance Systems (ADAS) that may facilitate the tasks of drivers in the growing complexity of traffic conditions. ADAS are fitted to an ever larger number of road vehicles, while it is not clear how they impact on environmental and safety performance of the road transport system. ALCOLOCK Alcolock implementation in the European Union; an in-depth qualitative field trial ANDREA Driver rehabilitation courses for the reintegration of traffic violators are a growing market in many EU-states. It was the objective of the Andrea -project (Analysis of Driver Rehabilitation Programmes) to analyse which elements of these courses are more or less effective. APROSYS Even though road fatalities per year have fallen by almost percent since 1990, they still numbered almost in Despite early reductions, the number of road injuries has been rising again since 1993 and is now almost equal to the level in 1990 (Source: European environment agency). The decrease in the number of road transport fatalities and increase in the number of injuries at increasing number of road accidents can, amongst others, be explained by introduction of improved technologies for newer vehicles and higher vehicle safety standards APSN - Advanced Passive Safety Network The aim of APSN is to mobilise the European scientific & business expertise in Vehicle Passive Safety to accelerate improvements in road safety in order to reduce the annual road victims for the European Union. APSN joint technical and scientific objective is to enhance the level of road safety at affordable costs for the individual user as well as for the European society. ARROWS Advanced Research on Road Work Zone Safety Standards in Europe. A Transport RTD Project financially supported by the European Commission / DG II under the 4th Framework Programme. ASTERYX Assessing The European Road SafetY Problem - an exploitation study of the CARE Database. Exploitation study of the CARE database in 2000 by independent road safety institutions in the Member States. Assessment of the current value of CARE to the research community and to identify future directions of development. CAST Campaigns and Awareness-raising Strategies in Traffic Safety CAST is a Specific Targeted Research Project (STREP) set up with the support of the European Commission, to meet the Commission s needs for enhancing traffic safety by means of effective road safety campaigns. CAST aims at developing an evaluation tool and a design tool for road safety mass media campaigns. CHILD CHILD aims to increase the knowledge in areas specifically regarding children, and use the information in applications of child restraint systems design, testing and regulation. Conspicuity The Commission plans to implement a directive to make the fitting of retro-reflective material to HGV compulsory. The principal objective is to reduce the number of accidents due to the bad visibility of HGV during darkness. The objective of the study is to assess, by means of cost-benefit analysis, the probable consequences of making so-called contour or line markings mandatory. The outcome of this study is that such action would be cost-beneficial (between 1.3 and 3.4 to 1) DAN - Description and Analysis of post licensing measures for Novice drivers In the course of the EU-project DAN - Description and analysis of post licensing measures for novice drivers, measures for the reduction of the disproportionately high accident rate of novice drivers were analysed. DRL Daytime Running Lights The Commission has been considering how best to implement day-time-running-lights (DRL) ever since the recommendation in the Second Road Safety Communication gave DRL's potential as a 5% reduction in road deaths. However some road users associations fear that DRL on cars would: - mask the conspicuity of motor cyclists, even if they had DRL themselves; - daze and confuse pedestrians, particularly the aged. A study was therefore commissioned in late 2002 so as to gain definitive evidence one way or the other on the costs and benefits of DRL's implementation. The study has been done by the Dutch SWOV and TNO and the Norwegian Institute for Traffic Studies, a renowned institution on cost-benefit analysis that provided the evidence for the Norwegian government's decision to require the use of DRL. DRUID The Integrated Project DRUID (Driving under the Influence of Drugs, Alcohol and Medicines) deals with the scourge of drink-driving and is going to find answers to questions concerning the use of drugs or medicines that affect people s ability to drive safely. DRUID will bring together the most experienced organisations and researchers throughout Europe, involving more than 20 European countries. The aim is to gain new insights to the real degree of impairment caused by psychoactive drugs and their actual impact on road safety. All in all this Integrated Project will fill the gaps of knowledge and provide a solid base to generate harmonised, EU-wide regulations for driving under the influence of alcohol, drugs and medicine. - Desk Research October 2008 Extracted from ERSO 141

142 G. Harmonisation of policies EU Road Safety Projects 2/6 ECBOS Enhanced Coach and Bus Occupant Safety The ECBOS project aims to make improvements in current regulations and propose new regulations and standards for the development of safer buses and coaches. The major community added value is the decrease of incidence and severity of occupant injuries and social suffering which occur as a result of bus and coach accidents. esafetyaware! esafetyaware! seeks to accelerate the market introduction of such life-saving technologies by organising information campaigns and dedicated events aimed at creating awareness of esafety benefits among policy-makers and end-users. ESCAPE Project funded by the European Commission under the Transport RTD Programme of the 4th Framework Programme. Contract No RO-98-RS Duration: 18 months starting from 1 January The aim of ESCAPE is to identify important areas of traffic and driver noncompliant behaviour and to assess the potential of enforcement tools, both traditional and innovative, to improve compliance and thus contribute to safety on European roads. ESCAPE will prepare the groundwork for implementing European wide demonstration projects in enforcement within the 5th framework programme. ETAC European Truck Accident Causation Only limited statistics are available regarding accidents involving trucks and even less is known about the cause of these accidents. To fill in this lack of knowledge, the European Commission and the International Road Transport Union (IRU) launched a unique scientific study, the European Truck Accident Causation (ETAC) study. The aim of the study is to identify the main causes of accidents involving trucks. This information can be used to give guidance to policy and decision makers for future action which can contribute to the improvement of road safety. EUROBOB Campagne euro bob Campaigns to make the public conscious of risks posed by certain drivers' and other car occupants' behaviour can largely contribute to improving road safety, especially if they are combined with actions to enforce traffic rules. For instance campaigns about the importance of always wearing a seat belt, both in the front and the back of the car, and campaigns about the risks of drinking and driving, are most effective if they are combined with enforcement actions focusing on the same behaviour. European Road Safety Observatory (ERSO) The European Road Safety Observatory (ERSO) is an essential website for all European road safety professionals. ERSO is the gateway into a central resource of European road safety data, knowledge and links. This pilot website is one of the final results of SafetyNet, which is an integrated project funded by DG-TREN of the European Commission. The objective of the project is to build the framework of a European Road Safety Observatory, which will be the primary focus for road safety data and knowledge. EURORAP European Roads Assessment Programme EuroRAP aims to provide independent, consistent safety ratings of roads. Already thousands of road stretches across Europe have been assessed - and the methods used are already being applied in Australia through AusRAP and piloted in the USA through usrap. EUROTAP European tunnel assessment programme Launched in January 2005, EuroTAP, the European Tunnel Assessment Programme has completed Phase 1 of its inspections programme. 49 major tunnels located on highways important for transeuropean mobility in 14 European countries have been tested in line with criteria set down in the European Union s Tunnel Directive adopted in April The inspections have a two-fold objective: to determine each tunnel s safety potential the presence of elements that serve to prevent or contain emergency situations; and to calculate each tunnel s risk potential the likelihood of incidents occurring that could lead to accidents and the possible extent of the damage that could be caused as result. EVI EVI - Electronic Vehicle Identification - can be defined as an electronic device that allows the unique, remote and reliable communication of a vehicle's identifying parameters. EVI can typically be comprised of an in-vehicle data storage element, suitable and secure interfaces and a vehicle-to-infrastructure data communication element. The 18-month EVI project began in February 2003 and is supported by DG TREN. Its main task is to carry out a feasibility study about electronic vehicle identification. FID Improved frontal impact protection throught a world frontal impact dummy The Improved Frontal Impact Protection through a World Frontal Impact Dummy (FID) is a project with as general objective to contribute to the reduction of the amount of injuries and death car occupants involved in frontal collisions. Within this project, a frontal impact dummy prototype (instrumented, 50th percentile male) with realistic movements and injury indicating measurements, durability, repeatability will be developed together with a set of requirements for frontal dummies, which correlate the dummy response with injuries sustained by the human body. The consortium exists of six experienced and multidisciplinary partners from five different European countries. An important benefit of this project is that it will contribute to the harmonisation of safety regulations world-wide and in particular between Europe and the United States. FORMAT Fully optimised road maintenance FORMAT is a three year 4.5 million Euro research project that started in February Approximately 45% of the funding is from the European Commission and the balance is from the consortium of 20 organisations that is conducting the research from 14 European countries and from the United States. The FORMAT consortium comprises national highway research organisations, road owners, universities, contractors, consultants and trade associations. Extracted from ERSO - Desk Research October

143 G. Harmonisation of policies EU Road Safety Projects 3/6 GADGET "Assessment of changes in driver behaviour resulting from the introduction of in-vehicle safety devices, visual modifications to the road environment, educational, training and legal measures, and safety campaigns." Slow or irrational reaction to unforeseeable situations was explained as an issue, an improvement of driver responses and a reduction of casualties should be the aim. The project should assist in dissemination of good practice and provide a basis for a regulatory framework. An inventory of all measures from low tech to high tech was proposed as an approach and each measure should be assessed in terms of its costs and benefits. Special attention should be given to the issue of risk compensation. GOOD PRACTICES Inventory and compiling of a european "good practices" guide on road safety education targeted at young people (children & teenagers) The guide presents local road safety and First Aid practices that have proven valuable for improving road safety for children by making the way from home to school and back safer, teaching children how to be safe on the roads and how to behave in case of a crash. It is meant to encourage other communities and 0rganisations to replicate these practices in their own context. The guide is structured in such a way that it allows sharing experiences within the European Union and outside. HASTE The aim of HASTE (Human Machine Interface And the Safety of Traffic in Europe) is to develop methodologies and guidelines for the assessment of In-Vehicle Information Systems (IVIS). To date, there have been attempts to provide manufacturers and testing authorities with a set of guidelines to assess the likely impacts of IVIS on the driving task, usually in the form of a checklist. Such checklists provide a tool that enables the identification of likely problems but they do not attempt to quantify safety problems. This project is fundamental to the development of a valid, reliable and efficient tool that will aid testing authorities in their safety evaluation of IVIS. HERMES The EU HERMES project focuses on creating an easy-to-use training package for driving teachers on the subject of best communication skills especially coaching in classroom, in car and on the track. A multi-national team of experienced driving teachers, psychologists, educational and coaching experts have been assembled for this purpose. Humanist The aim of the Network of Excellence HUMANIST is to federate the researches in the domain of user/system interactions and their applications on road telematics and driver assistance systems and to create a European Virtual Centre of Excellence on HUMAN centred design for Information Society Technologies applied to road transport. HUMOS2 The objective of the EC funded HUMOS2 (HUman MOdels for Safety) project is to develop Finite Element (FE) human models representing a large range of the European population and allowing an accurate injury risk prediction for victims involved in road accidents. IASP Identification of Hazard Location and Ranking of Measures to Improve Safety The target of the project is the performance of a "project pilot" on two lane rural roads. The project will be able to define methodologies and procedures for the analysis of actual road safety conditions and to arrange maintenance or restoration projects in order to improve safety. IDB The Injury Database (IDB) is a database on non-fatal home, leisure and sports accidents. It is an internet database set up by DG SANCO under the Injury Prevention Programme in 1999, in order to provide central access to the data collected in the Member States under the EHLASS Programme (European Home and Leisure Accident Surveillance System). IDB is the only data source in the EU that contains sufficient detail for developing preventive action against the rising tide of home and leisure accidents in Europe. The purpose of the IDB is to facilitate injury prevention in the Member States and at EU level - through trans-national aggregation and harmonization of data, and through reporting and benchmarking. IMMORTAL Impaired Motorists, Methods of Roadside Testing and Assessment for Licensing IMMORTAL specifies a research programme concerning the accident risk associated with different forms of driver impairment and the identification of 'tolerance levels' applied to licensing assessment and roadside impairment testing (including drug screening). Thus, IMMORTAL is focused on two societal needs that both contribute to quality of life, namely mobility and safety. IMMORTAL will provide added community value in terms of the generalisation of conclusions relevant to EU policy and standardisation of driver testing and assessment methods with respect to EEC directives. IN-ARTE Integration of Navigation and Anticollission for Rural Traffic Environment. The aim of IN-ARTE is to develop an integrated autonomous on-board system to be able to build an extended view of the environmentin front of the vehicle, integrating signals from anticollision radar, road recognition CCD sensors and navigation map, in order to guide and warn the driver through an optimum HMI in a series of rural areas related traffic tasks, such as intersection handling, speed selection while negotiations, curves, obstacle detection, etc In-Safety The aim of In-Safety is to develop intelligent, intuitive and cost-efficient combinations of new technologies and traditional infrastructure best practice applications, in order to enhance the forgiving and self-explanatory nature of roads. MAIDS Motorcycle accident in depth study MAIDS is the most comprehensive in-depth data currently available for Powered Two Wheelers (PTWs) accidents in Europe. The investigation was conducted during 3 years on 921 accidents from 5 countries using a common research methodology. Registration is needed to visit most parts of the site MERIT The project MERIT project is the first EU funded project to focus upon the skills and competencies of the intermediary for road safety issues in the case of learner drivers, namely the driving instructor. Extracted from ERSO - Desk Research October

144 G. Harmonisation of policies EU Road Safety Projects 4/6 MIRRORS Cost-benefit analysis of retro-fitting mirrors and supplementary indirect vision systems to selected categories of existing vehicles NPACS New programme for the assessment of child seats NPACS will provide independent published guidance to consumers on the relative protection afforded by child restraint systems which can be used in a wide range of road vehicles, through: reliable methods of dynamic testing, assessment of their ease of use, regular European evaluation of the performance of these products. PENDANT Pan-european co-ordinated accident and injury databases The project will provide new levels of crash and injury data to support EU vehicle and road safety policy making by developing two new European data systems. The first will be collected in eight countries and will contain in-depth crash and injury data relating to over 1100 injured car occupants and pedestrians. The second information system, will utilise hospital injury data relating to all road user types that already exists in three EU countries. These separate databases will be linked to a range of police, vehicle registration and driver licensing databases using new statistical procedures that will be developed during the project. Together with existing EU funded projects including CARE, SARAC, MAIDS and EACS, these datasets will provide a comprehensive picture of all of the key aspects of accident and injury causation in the EU. PEPPER The objective of the PEPPER project is to enhance the effectiveness and efficiency of the police enforcement of road traffic. The project looks critically at all relevant aspects of enforcement, such as target behaviours, the detection of infringements, administrative and legal handling after infringement, decisions concerning the volume, location and timing of enforcement, effects of enforcement on road user behaviour and accidents, enforcement methods and tools, collection of enforcement data, and enforcement in the social context. Speeding, drunk driving and use of seat belts are especially targeted. The need for improved enforcement data and better understanding of the impacts is recognised, and the potential of innovative technologies in the different links of the enforcement chain is studied. The work is organised in five work packages. PReVENT The Integrated Project PReVENT is a European automotive industry activity co-funded by the European Commission to contribute to road safety by developing and demonstrating preventive safety applications and technologies. Preventive safety applications help drivers to avoid or mitigate an accident through the use of in-vehicle systems which sense the nature and significance of the danger, while taking the driver s state into account. PREVENT The objective of the project PREVENT DEVELOP A TRAINING PROGRAMME TO IMPROVE WORK ZONE SAFETY is to provide appropriate training to the main actors involved in work zone accidents: the workers and the drivers. To achieve this, PREVENT has developed dedicated and life-long vocational training schemes for highway repair and maintenance worker training personnel, and driving instructors. The ultimate goal of PREVENT is to increase safety around work zones and reduce the number or work zone related accidents. Projects financed by the Commission PROMISING Promotion of mobility and safety of vulnerable road users The PROMISING project aimed at developing measures that reduce the risk of injury to vulnerable and young road users as much as possible in a non-restrictive way. That is to say that safety and mobility must be improved together; the improvement of safety should not lead to reduced mobility. In the current situation in Europe, the mobility needs of vulnerable road users hardly receive any priority in traffic and transport planning. As a consequence, safety policies often have a curative approach, which restricts the mobility of these vulnerable road users. PROMISING focused on four groups of such vulnerable road users: pedestrians, cyclists, motorised two-wheelers (i.e. motorcyclists and mopedists) and young car drivers. PROSPER Project for research on speed adaptation policies on european roads The global project objective is to answer the following questions: How efficient are the use of road speed management methods based on information technology (ISA) in comparison with traditional physical means? How will road users across Europe react to such developments? What are suitable strategies for implementation and what obstacles have to be overcome? The main project output will be the assessment of cost benefit and cost effectiveness of ISA road speed management methods in relation to traditional methods, and a thorough analysis of possible and suitable implementation strategies for different road speed management methods. RIPCORD/ISEREST The objective of RIPCORD-ISEREST is to develop best practice guidelines based upon the current research results for: - Road Safety Impact Assessment tools and Accident Prediction Models - Road Design and Road Environment - Road Safety Audit - Road Safety Inspection - Black Spot Management and Safety Analysis of Road Network Furthermore regarding safety interventions secondary roads roads not compromised by the primary network such as freeways and highways - so far got much less attention than primary roads even though a large proportion of fatalities in rural areas occur on secondary roads. Still, design guidelines for these types of roads rarely exist within Europe. As a result a vast number of these roads are in a state which is inappropriate to modern road traffic. To fill this gap, RIPCORD-ISEREST will develop a Safety Handbook for Secondary Roads RISER Roadside infrastructure for safer european roads The underlying belief of RISER is that single vehicle collisions - responsible for 14,000 deaths a year in Europe alone - will continue despite the best attempts of road safety research. However, solutions exist that can reduce the number of these accidents as well as minimise the severity of collisions that do occur. The 36-month project will specifically address the scientific and practical issues involved in analysing the performance of roadside elements in order to develop guidelines for their optimal design and maintenance. Extracted from ERSO - Desk Research October

145 G. Harmonisation of policies EU Road Safety Projects 5/6 ROSE25 In September 2003 the European Commission tendered a project to investigate the situation of Road Safety Education (RSE) in all 25 Member States. It is evident that the differing development paths of school systems, and the differences in traffic, mentalities, cultures and administrations have all led to a fascinating variety of RSE initiatives. With this project the European Commission emphasises the need to collect and exchange good practice in order to launch a discussion on RSE Guidelines at the European level. This effort to strengthen European RSE networks, as well as to create synergies in RSE research and development, is an important investment for the benefit of the young generation. ROSEBUD ROSEBUD (Road Safety and Environmental Benefit-Cost and Cost-Effectiveness Analysis for Use in Decision-Making) is a thematic network funded by the European Commission to support users at all levels of government (European Union, national, regional, local) with road safety related efficiency assessment solutions for the widest possible range of measures. ROSEBUD will bring together e.g. users, researchers, decision makers, policy makers and other relevant stakeholders around efficiency assessment of road safety measures. It is designed to facilitate networking of organisations, co-ordination of activities and exchange and dissemination of knowledge. ROSITA Evaluation of roadside oral fluid drug tests for the detection of drivers under the influence of drugs The objective of the ROSITA (RoadSIdeTesting Assessment) is to identify the requirements for roadside testing equipment, and to make an international comparative assessment of existing equipment or prototypes. The assessment will address roadside testing result validity, equipment reliability, usability (practicality) and usage costs. SAFE-T Safety in tunnels, thematic network on development of european guidelines for upgrading tunnel safety SafeT is a "Safety in Tunnels" Thematic Network on development of European guidelines for upgrading tunnel safety. The European Thematic Network is funded by the European Commission in the 5th Framework Programme. SAFESTAR The overall objective of the project is the formulation of safety arguments for selecting certain design elements or for recommending certain dimensions. Main output of SAFESTAR will be recommendations for design guidelines or possible standards on the basis of road safety considerations. SAFESTAR will concentrate on roads that can be part of the TERN network, i.e. primarily motorways, express roads and major interurban roads. In addition, some attention will be devoted to urban conditions. SafetyNet - building a European Road Safety Observatory The EU target of a 50% reduction in fatalities by 2010 will only be achieved by the introduction of the most effective countermeasures. It relies on the existence of basic knowledge of crashes and their causation and the availability of road safety data to monitor and assess performance. The EC has expressed the demand for a "Road Safety Observatory" in its 2001 White Paper and other public documents. This Proposal is for an Integrated Project that meets those demands. When complete the data resources developed within SafetyNet will revolutionise the EU approaches to road safety. This proposal is for an ambitious and exciting project that will bring together all of the most experienced organisations within the EU to assemble a co-ordinated set of data resources that together will meet the EC needs for policy support. The Road Safety Observatory will enable the Commission to monitor progress towards targets, identify best practise, and ensure that new regulatory and other safety actions will result in the maximum casualty reduction. All data assembled or gathered within the project will be available over the web to the entire road safety community. SARTRE Social attitudes to road traffic risk in europe The SARTRE project was conducted at the beginning of the 90s. Scientist researchers from the main national Road Safety research bodies in Europe, co-operated to explore attitudes and reported behaviour of car drivers in their respective countries, with help of FERSI and support from EEC. Representative surveys were carried out in each countries on the basis of an identical questionnaire with the same methodological criteria. The rough results have been presented and commented in a former publication. SAVE SAVE (TR1047) is a Transport Telematics EU project that aims to develop an integrated system capable of detecting driver status problems which may indicate an imminent danger of an accident or other emergency. In such cases, the system will inform the driver, thesurrounding traffic and (if necessary) an Emergency Centre. If the driver is seriously impaired and incapable of safely controlling the vehicle, the SAVE system will automatically manoeuvre the vehicle to the roadside, where effective help can be provided. SCHOOL TRANSPORT Road safety in school transport Every day millions of children need to displace from home to schools. This displacement can be made through different modes: private cars, school transport, public transport, walking and cycling. Whereas special EU wide statistics on accidents during the school travelling are not available, considering the distribution of accidents of children over a normal work day, it is clear that on their way to and from school, there is a potential risk for children to be involved in an accident. SEC BELT Improve road safety in south, east & central europe The overall aim is to contribute to a long-lasting improvement of transport safety in the SEC-Belt, i. e. the Southern, Eastern and Central European countries. Hence, this project seeks to translate a European safety vision into practical measures to improve the safety of transport users within the SEC-Belt Countries. The project will raise awareness for the introduction of measures within six priority areas: user behaviour, vehicle technology, road infrastructure, road technology, information and databases, evaluation of national road safety policies. SPEEDALERT Harmonisation of in-vehicle speed alert system The SpeedAlert initiative is mainly the result of the previous work carried in the SpeedAlert committee. The consensus reached among the different public authority and industry actors is that invehicle speed information and warning system can significantly contribute to road safety. To increase drivers awareness of speed limits and recommendations will reduce the number of vehicles with non-adapted speed and consequently reduce the number of speed related accidents. Extracted from ERSO - Desk Research October

146 G. Harmonisation of policies EU Road Safety Projects 6/6 Sunflower+6 The SUNflower+6 project aims to identify differences in the road safety performance of different European countries, by a comparative study of the development of road safety. In the SUNflower project this approach has been applied successfully for the SUN countries (Sweden, United Kingdom and the Netherlands), that have safety records that are among the best in the world. Using the SUNflower-methodology, the study is continued and extended with three Southern European countries or regions (Greece, Portugal and Catalonia) and three Central European countries (Czech Republic, Hungary and Slovenia). SUPREME The SUPREME project focuses on best practice measures in the field of road safety. The objective of the project is to identify best practice measures currently in place in Europe and to communicate these measures to policymakers. TIS-STUDY Comparative study of road traffic rules and corresponding enforcement actions in the member states of the european union The core objective of this study, developed during the year of 2003, was to compare the set of road traffic rules and corresponding enforcement among Member States of the EU, keeping in mind the fact that legal regimes and enforcement processes vary considerably from country to country. Considering the wide scoped coverage of national legislation, this study has concentrated on topics that are, either within the competencies of the EU (taking into account current legislation) or where the EU action might potentially add value, namely where the establishment of policies may be done more effectively at the EU level, rather than at national or sub national level. TISPOL European Traffic Police Network The TISPOL Organisation has been established by the traffic police forces of Europe in order to improve road safety and law enforcement on the roads of Europe. The main priority is to reduce the number of people being killed and seriously injured on Europe's roads. Enforcement of traffic law and education, where appropriate, will make a significant contribution to reducing the carnage on our roads. This is evident in a number of TISPOL member countries. TRACE Analysis of TRaffic Accident Causation in Europe and the benefits of safety systems The identification and the assessment (in terms of saved lives and avoided accidents), among possible technology-based safety functions, of the most promising solutions that can assist the driver or any other road users in a normal road situation or in an emergency situation or, as a last resort, mitigate the violence of crashes and protect the vehicle occupants, the pedestrians, and the twowheelers in case of a crash or a rollover. The determination and the continuous updating of the etiology, i.e. causes, of road accidents as well as the causes of injuries) and the assessment of whether the existing technologies or the technologies under current development address the real needs of the road users inferred from the accident and driver behaviour analyses. TRAINER System for driver training and assessment using interactive evaluation tools and reliable methodologies Driver assessment and training has not followed the rapid evolution of in-vehicle passive and active safety systems and telematic aids. Hence, drivers today are using or about to use equipment for which they have not been trained. The interactive multimedia s/w tool and simulators of TRAINER will enhance the risk awareness of novice drivers, while they will be acquainted with existing and emerging in-vehicle ADA systems (i.e. ABS, EDS but also Adaptive Cruise Control, Navigation aids, etc.) and they will be fully supported in all the driving task levels (Strategic, Tactical and Control) by adequate tools. TREE The TREE project (short for Transport Research Equipment in Europe) was financed by the European Commission as part of the Sustainable Growth programme and was carried out from 2002 to The main target was to create meaningful and cost-intensive research installations and equipment in Europe and to improve the exchange of information and developments about this topic through a network. By means of this project, Europe's competitiveness in the sustainable development of research equipment was to be improved. The TREE project was carried out in close cooperation with the INTRANSNET project (Network for research installations on various transport modalities). VC-COMPAT Improvement of vehicle crash compatibility through the development of crash test procedures The following tasks are to be accomplished in this project. Regarding car-to-car impact: First to draw up a suite of draft test procedures and associated performance criteria for car-to-car impacts. Secondly to build a framework for a crash compatibility rating system. Thirdly to improve the understanding for vehicle crash compatibility with general recommendations for the design of compatible cars. Regarding car-to-truck impact: First to set up test procedures and associated performance criteria to assess and control truck frontal structures for frontal impact compatibility with cars. Secondly identify suggestions for improving rear and side under-run safety. An overall goal is an indication of the benefits and costs of improved compatibility for both car-to-car and car-to-truck. VERONiCA Vehicle Event Recording based on Intelligent Crash Assessment -Summarizing and evaluation of studies and prevention experiences of accident data recorders in Europe and third countries, for example the United States and Australia. -The identification of the functional characteristics of accident data recorders on board vehicles. YOUTH ON THE ROAD Youth on the road: a unique platform of coorperation and gateway of information for youth & road safety in Europe. Extracted from ERSO - Desk Research October

147 G. Harmonisation of policies Focus on the IRTAD Project The International Traffic Safety Data and Analysis Group (IRTAD) is a permanent working group of the Joint Transport Research Centre. Its main objectives are : -To manage the IRTAD database on international road traffic and accident data -To undertake analysis of road safety data on a wide range of topics. There are 51 founding members among Belgium, France, Germany, Greece, Ireland, Italy,Japan, Luxembourg, Mexico, Netherlands, Romania, Russia, Spain, Switzerland, Turkey, United Kingdom and United States. The IRTAD database is an aggregated database on road traffic and accident. It contains around 500 variables on fatalities, injury accidents provides researchers and policymakers data, aggregated by country and year, on traffic and accident and offers the opportunity to compare various international road safety data, such as casualties, and other related information, such as seatbelt or helmet wearing rates. Based on a questionnaire sent to all IRTAD members, the report reviews the known causes of underreporting and the experience of the 22 responding countries to assess the magnitude of underreporting and suggests a method to estimate the rate of underreporting. Finally it provides a set of recommendations to improve the data reporting mechanism. This paper is intended to create a larger awareness of underreporting, and to generate a greater understanding of the opportunities available to gain more insight into the actual volumes involved. The report should help to encourage IRTAD members and other road administrators to make progress in estimating the real volume of traffic casualties. This can help to prioritize road traffic safety on a national and international scale. - Desk Research October 2008 Source : IRTAD 147