Strategies to prevent accidents on Europe's roads
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DEKRA Automobil GmbH European Road Safety Report 2014 Urban Mobility Strategies to prevent accidents on Europe’s roads Accidents: The human factor: Infrastructure/vehicle To reduce the high More caution, engineering: To continue risk of serious inju- respect and sense promoting the improve- ries on urban roads of responsibility ment of safety elements
Editorial
Safe travel on urban roads
Road safety has been constantly improving Although the number of electrically pow-
on European roads for years. This positive ered cars and commercial vehicles on the
trend also continued in 2012: approximately roads is still at a very low level, this could
28,000 road users lost their lives in road ac- change considerably in future. In particular,
cidents in EU member states, this means a the number of various types of e-bikes will
reduction by nine percent compared to the probably rise rapidly in urban traffic of the
previous year. In fact with 3,600 road traf- future. This is also highlighted by a DEKRA
fic fatalities in Germany in 2012 ten percent survey, which was carried out at our
less people than the year before were killed branches nationwide in November/Decem-
in road traffic. Based on provisional figures ber 2013. According to this, roughly one
the Federal Statistics Office is assuming an- in three car drivers surveyed is toying with
other decrease by ten percent for 2013. the idea of buying an e-bike, after all one
Nevertheless, there is still a lot to do. This in ten car drivers already rides a bike with
is particularly evident from the road traffic electric pedal-assist technology (pedelec).
figures for urban areas, which is still where Interest in an electric bike increases with
most accidents happen. In Germany, ac- age. Two out of three people surveyed like
cidents in cities made up just under three that pedelecs are also very suitable for less
quarters of all accidents with 72.9 percent in sporty and older people too.
2012. Although considerably fewer people Therefore there will be even more hap- Clemens Klinke, Member of the Executive
lose their lives in accidents in built-up ar- pening on the roads in future than there is Board at DEKRA SE and Chair of the Manage-
eas compared to on rural roads this is where today – particularly as major cities and sur- ment Board at DEKRA Automobil GmbH
most serious and minor injuries happen rounding conurbations specifically are go-
though. There is a similar picture in various ing to experience a significant increase in
other EU states. The high risk potential is population over the next few decades and
no accident. The causes are on the one hand a further increase in passenger and goods
high density of traffic, plus the fact that no- transport is anticipated. The facts and fig- tomobile Test Center (DATC) in Klettwitz,
where else can you find so many different ures mentioned are reason enough for Brandenburg.
road users moving in such a small space DEKRA to dedicate the 2014 Road Safety As with the DEKRA Road Safety Reports
where the “strongest” (trucks and cars) meet Report to urban traffic and road accidents, of previous years, this publication is prima-
the “weakest” (pedestrians and cyclists). in other words Urban Mobility. rily to provide impetus and guidance. This
Added to this, maximum attention is spe- We have already been committed to report is to provide food for thought for
cifically required from motorised road us- greater road safety, especially for the “weak- politicians, transport experts, manufactur-
ers due to the mass of road signs and sen- est” road users, i.e. pedestrians and cyclists, ers, academic institutions and associations. It
sory overload, for example from billboard in a whole variety of ways for many years. should also be a guidebook for all road us-
lighting. A new test facility for the development and ers in order to actually achieve the target set
It should also not be forgotten that an- inspection of pioneering systems for pe- by the EU Commission in July 2010 of halv-
other source of damage has been added by destrian protection was just commissioned ing the number of fatalities on Europe’s roads
almost silent electric vehicles at slow speeds. in the summer of 2013 at the DEKRA Au- every year again by 2020.
2|3
Content
Editorial 3 Safe travel on urban roads
Clemens Klinke, Member of the Executive Board at DEKRA SE and Chair of the Management
Board at DEKRA Automobil GmbH
Foreword 5 Further developing road safety in all areas and all regions
Alexander Dobrindt (MdB), Federal Minister of Transport and Digital Infrastructure
Introduction 6 The challenges of urban mobility
The rapid rise in population that some cities will experience over the next few decades, as
well as demographic change and changing mobility behaviour make it essential to tackle
safety-related challenges and develop solutions to reduce the number of fatalities and injuries
with road accidents in built-up areas.
Accidents 16 High risk of serious injuries
Although the number of roads users killed throughout Europe is highest on rural roads, most
accidents by far happen in built-up areas. At the same time, most serious and minor injuries
are also reported here. This is firstly because the majority of car traffic is in built-up areas and
secondly, nowhere else can you find so many different road users in such a small space.
Accident examples 32 Compelling examples of accidents in detail
Four select cases
The human factor 36 More caution, respect and sense of responsibility
In built-up areas especially, motorised road users regularly come across “weaker” road users,
for example pedelec cyclists or usual cyclists, pedestrians, people with disabilities, senior
citizens and school children. As a result, dangerous conflict situations quickly arise due to
inattentiveness, carelessness and even recklessness.
Infrastructure and 46 Safe travel in cities
vehicle engineering Besides measures to counteract road user errors, improving the infrastructure and specific
vehicle safety systems play a very important part in road safety in cities.
Conclusion 56 Urban traffic must become even safer
Despite the number of road users killed and injured across Europe decreasing for years there
is still a need for action on many points. This not only applies to rural roads and motorways
but also to accidents on urban roads in particular. What is required is for all road users to
contribute to achieving this goal through a greater awareness of the risks and complying with
regulations and safety standards.
Contact partners 58 Any questions?
Contact partners and references for the DEKRA 2014 Road Safety Report
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DEKRA Road Safety Report 2014 Urban Mobility
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Foreword
Further developing road safety in all areas and all regions
Mobility is a key prerequisite for our mod- DEKRA is an important partner to us in
ern society to work and for growth and the process.
wealth in our country. This is especially The DEKRA Road Safety Report mainly
true for an industrial country like Germa- deals this year with safety within the con-
ny. However, more traffic also means a huge text of urban mobility. Even though urban
challenge for road safety. The forecast addi- road safety primarily comes under the re-
tional increase in traffic must be associated sponsibility of local authorities there are
with as little stress for people and the en- numerous state measures that have a direct
vironment as possible. Above all though it impact on road safety in our cities and mu-
must be designed to be safe. As safety is and nicipalities. By analysing accident data it is
will always be the most important element of possible, for example, to identify and ana-
a mobility policy to serve people. The safety lyse local and regional accident black spots
of road users must take top priority in all the and defuse the danger locally.
decisions we make. In addition, the Federal Ministry of
Based on estimates by the World Health Transport and Digital Infrastructure has
Organisation (WHO) roughly one million had a school route planner developed as
people die from the consequences of road part of a research project, which is a prac- Alexander Dobrindt (MdB),
accidents worldwide every year. In Germa- tical guidebook that communities use to Federal Minister of Transport and Digital
ny the number of victims has dropped since plan even safer routes to school. The various Infrastructure
the sad record high of road traffic deaths bicycle campaigns that have been carried
with almost 20,000 victims in 1970 to an all out on behalf of the state by the Deutsche
time low of approximately 3,200 last year Verkehrswacht road safety organisation also
and that is despite a massive increase in make an important contribution to road
volume of traffic. Technical developments, and mobility education, for adults too by
the good condition of the infrastructure, the way. This is of great importance in cities
good driving instruction for young drivers in particular in light of the welcome grow-
and road traffic legislation aimed at safety ing use of the bicycle. Cities also naturally
– they all contribute to this. The important benefit in terms of road safety if we con-
concern for me is that we further devel- stantly further develop the technical body of
op road safety in all areas and all regions. standards for transport.
4|5
Introduction
The challenges of urban mobility
Whenever sustainable transport planning is talked about in relevant publications, the media, at congresses or in cities, the topics usually revolve
around ideal traffic flow and reducing noise and harmful emissions. However, road safety should not be neglected. As most accidents across
Europe happen in fact in urban areas. The rapid rise in population that some cities will experience over the next few decades, as well as demo-
graphic change and changing mobility behaviour make it essential to tackle safety-related challenges and develop solutions to reduce the number
of fatalities and injuries in road accidents in built-up areas. For safe urban mobility – today and in future.
More than 50 percent of the global that are growing at a slower rate or not ing “side-effects”, for example congestion,
population already live in cities today. at all have also undergone a structural noise, air pollution and accidents. De-
Estimates from the United Nations an- change. The public transport system and mographic change also results in specific
ticipate a further increase to 75 percent bicycle, with or without electric pedal- challenges for road safety.
by 2050. This poses massive challenges assist technology, are undoubtedly rapidly One feature of urban space is that there
in several respects for the cities affected gaining importance as means of transport is not only a larger number of people that
by this rapid growth, for example, in in cities. Nevertheless, motorised private remain here temporarily but also in the
terms of transport. More people in a city transport and not least goods transport main more permanently and recurrently,
ultimately also means more road traffic, remain essential components of urban who cover distances by foot or using
be it business or private. However, cities mobility combined with all the result- vehicles for a whole variety of different
1839: Commission- 1863: Opening of the first under- 1868: Installation of 1881: The world’s
ing of the first tram ground in the world in London. the first traffic light first electric tram
in Europe on the system in the world travels through
Montbrison-Montrond in London. It was Berlin (built by
route in France operated by gaslight Siemens).
(horse-drawn). and exploded after
just a short time.
1830
1840
1850
1860
1870
Milestones in urban mobility and road safety
purposes. The size and growth of popula- 1
tion figures in a city are not an insignifi- Population of cities in the European Union with more than two million
cant aspect in understanding historical inhabitants from 1981 to 2012.
9.0
developments and the current demands on London Berlin Madrid Rome Paris
urban mobility and associated road safety. 8.0
Although urban mobility mainly focus-
7.0
es on the cities’ key areas, the associated
Number of inhabitants [m]
movements of people by vehicles also have 6.0
their destination or origin in neighbour-
5.0
ing cities or cities that are further away
though. This results in intensive interac- 4.0
tion between locally distributed urban 3.0
mobility and sprawling interurban mobil-
ity in conurbations on major traffic routes 2.0
and often also on secondary roads. 1.0
0.0
URBAN STRUCTURES ARE NOT JUST A 1981 1982 1987 1990 1991 1995 1999 2001 2006 2010 2011 2012
QUESTION OF SIZE Data source: www.citypopulation.de
Figure 1 shows the number of inhabitants
and different population growths of five
cities in the European Union which have 2
more than two million inhabitants based Population of the ten largest cities in Germany from 1987 to 2012
on current statistics. The largest city by far 4
Berlin
in the EU is London, where the popula- 3.5 Hamburg
tion has increased considerably from 6.7 Munich
million (1991) to 8.3 million (2011). Berlin 3.0
Number of inhabitants [m]
Cologne
follows in second place with 3.4 million 2.5 Frankfurt am Main
inhabitants (2012). Madrid has roughly the Stuttgart
same amount of inhabitants with 3.2 mil- 2.0
Düsseldorf
lion (2011). Rome follows in fourth place, 1.5
Essen
which with 2.6 million (2012) has slightly
Bremen
more inhabitants than Paris (2.2 million 1.0
in 2010). Dortmund
0.5
Figure 2 shows the number of inhabit-
ants and population growth of the ten cities 0.0
1987 1995 2001 2012
in Germany with the highest population Data source: www.citypopulation.de
according to official statistics. Out of these
cities, Berlin, Hamburg, Munich and Co-
logne have more than one million inhabit-
ants. Berlin has the most inhabitants by population of an individual city cannot be region. 11.6 million inhabitants (2009)
far with 3.4 million. Frankfurt am Main, considered in isolation. live here, 19 percent of the French popula-
Stuttgart, Düsseldorf, Essen, Bremen and As the example of Paris shows, the tion in total. The number of inhabitants
Dortmund follow in rankings five to ten. number of inhabitants in the suburban, mentioned of currently 2.2 million refers
Essen, Düsseldorf and Dortmund belong densely built-up outskirts, in this case to the city centre with its 20 districts,
to the Ruhr region. With roughly 5.1 mil- Île-de-France, have to be considered in whose borders have not changed since
lion inhabitants this largest conurbation conjunction with the official population of 1860. Significantly more inhabitants than
in Germany is in turn significantly larger a city. The Île-de-France is a conurbation of today were registered here from 1910 to
than Berlin. This demonstrates that the Paris and France’s most densely populated 1960 with just under three million. Dur-
1882: Commissioning 1895: First scheduled 1900: Opening
of the first electric street petrol-driven bus service of the Paris Metro
lighting in Germany in in Germany between on the occasion
Nuremberg. Siegen and Netphen. of the World
Exhibition.
1880
1890
1900
1910
6|7
Introduction
Together with its suburbs and surrounding metropolitan area Paris has grown into a European mega city.
3 ing this time the number of inhabitants in
Percentage of main modes of transport on all routes the surrounding areas had already risen
100 more rapidly than in the centre. Although
MPT the city centre’s number of inhabitants
(passenger)
decreased considerably in the 1960s and
80 1970s the metropolitan region of Paris
MPT
(driver) grew into a kind of mega city.
Mega cities, strictly speaking by defini-
MPT=motorised tion those that have more than ten million
Share in percent
60
private transport)
inhabitants, do not currently exist in the
EU according to official population statis-
tics. However, besides Paris London is the
40
Public second European metropolitan region on
transport the scale of a mega city. 14 million inhabit-
Bicycle ants were already recorded for the metro-
20
politan region of London in 2001.
On foot The urban mobility described in this
report therefore expressly does not deal
0
Major Medium-sized Small Rural Medium-sized Small Rural with road safety in mega cities but in
cities cities cities communities cities cities communities current European cities. At the end of the
In major city regions Outside major city regions day, urban life does not just start in cities
of over a million inhabitants. Cities with
Data source: Report on results of “Mobility in Germany 2008”, infas DLR
less than 50,000 inhabitants can also have
urban structures, while some cities with
1907: Commissioning of the first 1914: Installation of the 1920: Installation of
cycle path in Germany in Offen- world’s first regular traffic the world’s first three-
bach (with separate cycle traffic lights in Cleveland. coloured traffic light
control systems). systems in Detroit and
New York.
1900
1905
1910
1905
1920
over 100,000 inhabitants are of quite a 4
rural nature. Distribution of travel to work traffic in European cities
Amsterdam Bern Bratislava urbation
C on
TRAFFIC DENSITY AND THE NUMBER OF
VEHICLES ON OUR ROADS CONTINUE City
centre
TO INCREASE, PARTICULARLY WITH
GOODS TRANSPORT
As far as the trend in personal mobility is By car
concerned (Figure 3), walking and cycling
have more and more become a mode of local Dublin Helsinki Copenhagen By bicycle
transport for routes of up to five kilometres
and further increases are still expected. As On foot
shown in the “Mobility in Germany 2008”
study published by the Federal Ministry of Public transport
Transport, Building and Urban Affairs in
February 2010. The study conducted by the
Bonn ifas Institut für angewandte Sozialfor-
schung GmbH in cooperation with the In- Madrid Stockholm Tallinn
stitut für Verkehrsforschung des Deutschen
Zentrums für Luft- und Raumfahrt e.V. in
Berlin also states that shopping, errands and
recreational activities make up two thirds
of all the distances covered. Footpaths and
SE 2005; DK, NL
cycle paths take up a high percentage with 2003; CH 2000.
trips for leisure, shopping, education and Source: Eurostat
private errands. By contrast, the car is still
the dominant means of transport for getting
to work and for urban business traffic, not
just in German but in many European cities roughly 16 crates a head. For a city with higher as vehicles may also be on the roads
(Figure 4). 500,000 inhabitants that means an unbeliev- with partial loads.
Besides motorised private transport able eight million crates of mineral water per
(MPT), goods transport has also played year. Assuming 48 crates fit on a euro pallet TRUCKS ARE AND REMAIN THE MOST IM-
an increasing role in the urban sector for and 34 euro pallets fit in an articulated lorry, PORTANT INLAND MODE OF TRANSPORT
years. Trucks do not just travel between the one articulated lorry can therefore transport
logistics sector’s major distribution centres 1,632 crates of mineral water. So roughly In Germany a total of 3.8 billion tons of
on roads outside towns but they are a normal 4,900 articulated lorries are required to goods were transported using three inland
sight on working day in inner cities. They transport eight million crates. If the articu- modes of transport, namely by inland
deliver the required goods directly to recipi- lated lorries travel on six days over 52 weeks waterway vessels, rail and trucks (over 3.5
ents based here, such as major department this equals 312 transport days. This means tons) in 2012. With 3.2 billion tons rough-
stores, medium-sized and smaller shops, just under 16 articulated lorries are required ly 85 percent of this was accounted for by
restaurants as well as construction sites and every day just to transport the mineral water road freight traffic, including approxi-
businesses. needs of a city with 500,000 inhabitants. If mately 2.9 billion tons by German and
The amount of traffic that this causes can we add to this other drinks like soft drinks, approximately 330 million tons by foreign
be shown using the example of mineral wa- fruit juices, milk and alcoholic drinks we trucks. More than half (56 percent) of the
ter alone. Its average consumption per head come to 60 articulated lorries per day in a goods on German trucks were transported
in Germany is just under 136 litres annually. city of this size with an average consump- locally (up to 50 kilometres). 22 percent
With a crate of twelve bottles each with tion per head of just under 510 litres, just for of the transported goods were accounted
0.7 litres (= 8.4 litres per crate) that makes drinks deliveries. This figure is in fact even for each by regional transport (51 to 150
1922: Installation of 1933: Installation 1937: Installation
Europe’s first three- of Europe’s first of Germany’s first
coloured traffic light pedestrian lights in pedestrian lights
systems in Paris. Copenhagen. in Berlin.
1922: Installation of
Germany’s first three-
coloured traffic light
system in Hamburg.
1925
1930
1935
1940
8|9
Introduction
kilometres) and long-distance transport ices (CEP). Distance selling via the Inter- the Bundesverbandes Internationaler Ex-
(over 150 kilometres) (Figure 5). net is one of the specific drivers of growth. press- und Kurierdienste (BIEK – Federal
Light delivery vans and trucks (up to In 2012 alone, sales in this segment called Association of International Express and
3.5 tons) also should not be forgotten, their e-commerce increased by 27.2 percent Courier Services). According to the BIEK
use has dramatically increased mainly for compared to the previous year to EUR the CEP market has grown almost twice
courier, express and parcel delivery serv- 27.6 billion according to information from the speed of the overall economy since
2002. The volume on the whole German
CEP market developed from 1.69 to 2.56
5 consignments from 2000 to 2012. That is
Distribution of goods transported in Germany in 2012 by rail, inland a growth of almost 52 percent (Figure 6).
waterway vessel and trucks as well as German trucks over distance ranges Corresponding increases in the volume of
traffic due to the vehicles used for this can
Inland waterway transport Breakdown of transport quantity mainly be felt in the already highly over-
by German trucks with more than burdened urban centres and conurbations.
223.2
3.5 t payload, without cabotage At the same time though, the number of
Railway (100% = 2,880.2 million tons) cars used in private transport to transport
366.1 Local goods for private consumption is decreas-
(≤50 km) ing as a result.
Foreign trucks*
22%
338.5
Regional POSITIVE OVERALL TREND IN THE EU
German trucks* (51–150 km)
2,880.2 22% The merging of a whole range of different
Long-distance road user groups and the variety of trans-
(≥150 km) port situations leads to the fact that across
*Trucks with more than 3.5 t payload
Information in million tons
22% Europe more accidents have been happen-
Total: 3,808 million tons ing in built-up areas, i.e. urban areas, than
Data sources: Federal Office for Goods Transport, Federal Statistics Office
anywhere else for years now. If we initially
just look at the total number of fatalities
it is clear to see that the reduction in the
number of road deaths overall continued
6 in 2012, both in and outside built-up ar-
Consignment volume on German CEP market from 2000 to 2012 eas. According to official figures from the
3.0 CARE database (EU road accident data-
CEP consignment volume (m consignments)
base) 28,136 road users died on roads in all
2.56
2.5
28 EU member states in 2012 (Figure 7).
According to the current target in the
+51.5% “Guidelines for road safety policy 2011-
2.0
1.69
2020” this figure should drop to 15,752 by
2020 in order to be able to achieve a com-
1.5 mon European area of road safety. This is
the equivalent to halving the number of
1.0 31,484 fatalities in 2010. This target is a
clear indicator of the European Commis-
0.5 sion’s commitment to road safety.
According to the “White Paper for
3.0
targeted action on urban road safety”
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 presented by the EU Commission in De-
Data source: BIEK, CEP study 2012
cember 2013 just under 40 percent of road
users killed on EU roads in 2012 lost their
1948: First road mark- 1949: The pedestrian 1952: The first
ings with broken white crossing or zebra cross- zebra crossings
lines in London. ing appears internation- are marked in
ally for the first time in Germany.
the Geneva Protocol on
road traffic signs.
1940
1945
1950Trucks are a normal sight on working days in urban centres too and are important modes of transport for delivering the required goods
directly to recipients here.
lives in urban areas. Roughly half of the under the influence of alcohol or drugs, The topic of speed is also the subject of a
11,000 road users killed in accidents in failure to stop at a red light, not wearing model presented by Letty Aarts and Ingrid
built-up areas are pedestrians and cyclists. a seat belt and excessive speed. The Com- van Schagen from the SWOV Institute for
According to information from the EU mission sees road user behaviour and a Road Safety Research in Leiden, The Neth-
Commission four causes are responsible safe infrastructure and safe vehicles as erlands, in 2006 (“Power Model”). Based
for 70 percent of all fatal road accidents being important areas for action for the on this there would be roughly 2,200 less
both in and outside built-up areas: Driving future. deaths caused by road accidents, half of
them on urban roads, simply by reducing
the average speed by just one kilometre per
7 hour on European roads.
Number of road users killed on roads in the European Union from 1991
to 2012 and targets for 2020. URBAN ROAD SAFETY PROGRAMMES
1991 2001 2010 2020 ARE BOOMING
80,000 78,426 How the importance of road safety is
70,000 measured by the communities themselves,
60,000
specifically in urban areas, can also be
54,949
Road users killed
EU-28 = seen in the rising number of road safety
50,000 54,302 EU-27 + Croatia
programmes organised over the last few
40,000 28,136 years, in Germany and in many other
30,000 31,484 -50% European countries. One example from
15,742
Germany includes the updated “Road
20,000
EU-27 EU-28 “Vision Zero” Safety Programme Berlin 2010” presented
10,000
in 2005 and 2007 with the vision that no
0 more road accidents with serious personal
1994
2000
2002
2004
2006
2008
1992
1996
1998
2010
2012
2014
2016
2018
2020
injuries will happen in Berlin’s urban area
Data source: CARE, as of: October 2013
and the aim to get as close to this ideal vi-
sion as possible. The sponsors of the Berlin
1953: In Ger- 1957: Introduction of a 1964: Pedestrians are 1968: The international
many legislation 50 km/h speed limit in given priority on zebra convention on road
introduces the built-up areas in Germany. crossings in Germany. traffic and road traf-
pedestrian cross- fic signs is signed in
ing nationally Vienna.
for the first time
in Section 26 of
the road traffic
regulations.
1955
1960
1965
1970
10 | 11Introduction
road safety work, which also includes • Roads and other transport infrastruc- fronted with an exceptional challenge. As
DEKRA, have at the same time agreed ture designed for safety to minimise can be read in the road safety programme
on a joint charter (“Berlin charter for road accidents and to encourage a safe the city has a significantly higher degree
road safety”) and taken on commitments driving style, of motorisation compared to other major
specific to the institutions with activities • To develop and realise technologies to European cities. There are 1,022 motor-
which they hope will contribute to the minimize the consequences of ac- ised vehicles to every 1,000 inhabitants
success of the road safety programme. cidents, in Rome. By comparison: the degree of
The listed activities include • To contribute to better knowledge of motorisation is 602 vehicles to every 1,000
• Sharing technical and statistical the causes, circumstances and impacts inhabitants in Barcelona, 380 vehicles to
information to enable a better under- of accidents in order to derive and im- every 1,000 inhabitants in Paris and just
standing of the causes of accidents, plement measures to prevent accidents under 400 vehicles to every 1,000 inhabit-
injuries caused by accidents and the and lessen their impact. ants in London. At the same time Rome
effectiveness of preventive and pallia- One example from Italy is the “Piano has the most motorised two-wheelers out
tive measures, Sicurezza Stradale 2012/2020” published of the cities mentioned. With 715,000
• Mobility education for children and in 2012 for the city of Rome. This pro- motorised two-wheelers the figure is six
young people, gramme’s declared objective is to reduce times higher in Rome than in London
• Initial and further training for road users, the number of deaths by road accidents on (116,000). As far as the number of deaths
• Improvement in vehicle safety stand- the Italian capital’s roads by 50 percent by caused by road accidents is concerned too,
ards also in terms of other road users, 2020. In doing so, Rome sees itself con- Rome is the sad leader by far out of the
four cities mentioned.
Austria’s capital Vienna published
its own road safety programme in 2005
Important milestones on the way to “Vision Zero” (“Vienna’s Road Safety Programme 2005
to 2020”). The long-term objective is to
One can scarcely imagine that over Dr Walter Eichendorf achieve “Vision Zero”, i.e. no fatalities
21,000 people lost their lives and over half President of the and no serious injuries in road traffic.
a million were injured in road traffic in Ger- German Road Safety The “Human factor”, “Infrastructure”,
many in 1970. The efforts to make trans- Council (DVR) “Vehicle” and “Basic conditions” are
port safer were worth it and continue to be. seen as the main areas of action. Greater
Besides road users being better educated, road safety is also to be achieved by a
safer infrastructure and progress in rescue, range of measures including lower speeds
the many technical changes in vehicles have the automatic braking assistant is offered in and compliance with speed limits, traf-
also contributed to successes. We have many vehicles, even down to the smallest fic calming measures, improving traffic
managed to protect people in their vehicles vehicle category. There should not be any flow, using traffic telematics, maintaining
better, for example with the aid of seat belts, question about whether assistant systems for very high quality standards in periodical
airbags and strong passenger compart- monitoring the blind spot, keeping in lane, vehicle monitoring and less private traffic
ments. We are now in the process of mak- lighting up the road better or automatic due to increased use of alternative modes
ing vehicles more intelligent and preventing emergency braking are part of the standard of transport.
accidents entirely as far as possible. equipment of any new vehicle. These sys- These examples show: The need to work
Electronic driver assistant systems have tems have huge potential to prevent acci- on a sustainable improvement in road
both the task of warning against dangers dents at roughly 50 percent. We are also safety at all levels has been recognised. It
and even intervening in the driving process promising a great deal under the motto is now time to pick up on various possible
itself in an emergency. They use sensors and “Smart cars arrive safer”, from successive solutions and implement them locally in
cameras to observe their surroundings and further development to automated driving. the best way possible and just as sustain-
can assist the driver at that crucial moment. Their use already contributes to achieving ably. This report highlights what accidents
The emergency braking assistant is particu- the milestones on the way to “Vision Zero” look like in detail, what action can be
larly helpful in urban traffic with lots of pe- with zero deaths caused by road accidents taken to efficiently counteract them and
destrians and cyclists. It is very pleasing that and serious injuries. where there is a need for remedial action
regarding this.
1975: The 1979: First 1980: Introduction 1983: Testing of 30 km/h
world’s first city electronic ABS of traffic-calmed speed limit zones in pilot
toll charge in (Mercedes areas into German projects in Germany.
Singapore. Benz S-Class road traffic regula-
and 7 Series tions.
BMW).
1970
1975
19808 Comparison of accidents in cities
Rome London Paris Barcelona
Number of inhabitants 2.76 Millions 7.56 Millions 2.2 Millions 1.63 Millions
Number of motorised vehicles 2.82 Millions 3.01 Millions 835,050 981,580
Road traffic accidents with personal injury 18,496 24,105 7,164 9,052
Fatalities 182 126 43 39
People injured 24,467 28,763 9,871 10,792
Road traffic accidents with personal injury to every 100,000 vehicles 655 801 858 922
Deaths caused by road accidents to every 100,000 inhabitants 6.6 1.7 2 2.4
Injuries to every 100,000 inhabitants 886 380,6 448,4 662
Social costs (in EUR) 2.05 Billions 2.29 Billions 786 Billions 849 Billions
Social costs per inhabitant (in EUR) 744 317.2 357.2 629.3
Data source: Piano Sicurezza Stradale 2012/2020 – Roma si muove sicura (2012), figures from the year 2010
Improving road safety in urban areas
Improving road safety in urban areas is a has led to the share of cyclists killed in some José Viégas
major challenge in cities in OECD countries, cities having increased drastically.
Secretary General
particularly in emerging markets. Due to an Whilst the scope of the problem, meas-
of the OECD
ageing population and increasing urbanisa- ured by the number of people killed, is rela-
International
tion the pressure is on to solve this problem tively well known, there is less information
Transport Forum
over the next few years. about injuries in non-fatal accidents involv-
In OECD countries 40 percent of fatal ing pedestrians or cyclists as these are re-
accidents and 60 percent of accidents with ported on less frequently or incorrectly. This
injuries happen in urban areas. The most is a particularly serious problem as injuries
vulnerable road users, i.e. pedestrians, often mean that they may lead to long-term
cyclists and motorcyclists are particularly serious health consequences and invalidity
affected. and therefore to significant financial dif-
In cities, roughly 50 percent of the people ficulties. It is therefore essential to expand
killed are pedestrians, mainly children and our knowledge about accidents resulting in
older people. The situation for drivers of injuries, in particular in terms of the number
mopeds, motorcycles and bicycles with aux- and nature of the injuries suffered.
iliary motor also give reason for concern. In The development of sustainable cities is users are most at risk. Improving road safety
cities like Paris, Rome and Barcelona more closely related to improving road safety. is also secondary to the aim of achieving
than a third of casualties are accounted for Speed regulations are an important com- a better quality of life for city dwellers and
by this group of people and the share is in- ponent and the general introduction of therefore designing public areas to be more
creasing. The share of people who are killed 30 km/h speed limits in city centres and pleasant for all citizens and creating “cities
is generally lower for two-wheeler drivers. residential areas is undoubtedly progress. worth living in”. This requires innovative
The increasing popularity of this environmen- Regrettably, speeds over 50 km/h are still thinking from city planners and the creation
tally-friendly mode of transport, which is also permitted in inner city areas in some cities of more space for non-motorised road users
due to the widespread use of bicycle hire, which means that the most vulnerable road and local public transport.
1985: Bergen 1987: After several more or less 1990: Introduction of a
(Norway) is the unsuccessful attempts in various 50 km/h speed limit in
first city to intro- European cities, the car-sharing built-up areas and 30 km/h
duce a charge to model has its première in Zurich. speed zones in France.
drive into the city Since then this kind of car use
centre. has been introduced into many
cities, not just in Europe.
1985
1990
12 | 13Introduction
Visions – urban mobility in 2050
Climate-neutral mobility is in the meantime less the same time the number of inhabitants in ru- Matthias Wissmann
of a vision and more of an ambitious goal of ral regions is constantly decreasing whilst the President of the German
the German car industry. When it is a ques- population density in conurbations is increas- Association of the
tion of urban mobility of the future, it is always ing. In the major emerging markets with their Automotive Industry
a question of electromobility. The origins of this huge economic growth in particular, experts (VDA)
technology can already be found in the mid- are expecting high increases in goods trans-
19th century. However, at that time it was only port and even higher rises in private pas-
able to be accomplished on rails and not on senger transport. In addition, there are glo-
roads. Back then cars did not have enough bal efforts to reduce CO2 emissions caused
space to store the electricity. In the meantime by burning fossil fuels and to curb climate
however nobody can afford to ignore elec- change as a result. A car that does complete-
tromobility as a solution. The basis for com- ly without any emissions is what our engi- vehicles can be generated from regenera-
bustion engines are predominantly fossil fuels neers are working on intensively. The electric tive sources such as wind, sun, water and
today but there is not an unlimited supply of car is one possible way to achieve this. biomass they will make the miracle of mobil-
these. The demand for natural oil and precious Electromobility is no longer a vision: e-cars ity without any harmful emissions possible.
metals is continuously rising due to growth in are a reality today. German manufactur- Sustaining mobility as a driver for economic
the global population and increasing indus- ers alone are launching 16 series models of growth and at the same time protecting re-
trialisation of the emerging markets and their electric vehicles on the roads by the end of sources and the climate, that is the challenge
constantly improving living standards. 2014. Anyone who wants to drive an elec- of urban mobility. The transport concepts of
Over 7.1 billion people currently live on tric car can get started now. At the end of the future must pick up on the developments
earth and this figure increases every day. At the day, if the energy required for electric of a changing world.
What we see is an older gentleman, who costs 50 cents. He gains access to it using Prof. Dr Willi Diez
happens to be Professor Dr Albert E., leav- his Mobility Card. For his trip to the Board Director of the Institut
ing his apartment in Stuttgart in the morning. of Trustees meeting he holds his Mobility für Automobilwirtschaft
In the stairwell he checks again that he has Card up against the windscreen of a hire (IFA), Hochschule
his Mobility Card with him as this ensures that car. He has logged in and his trip can start. Nürtingen-Geislingen
he will be mobile all day long. Today he is His account is charged with EUR 12.80. For
heading for his institute first and to his seminar his trip to Frankfurt he has reserved a seat on
where students who are superbly prepared the Intercity train using his smartphone app.
via an Internet platform are expecting him. This trip is also paid for using the Mobil-
In the afternoon he has a Board of Trustees ity Card (EUR 46.50). After he returns from
meeting at the ministry and in the evening he Frankfurt he treats himself to a walk from the
is also invited to a talk in Frankfurt. train station to his apartment nearby, in his hotel when I need to stay somewhere over-
He uses the suburban railway to travel to opinion the most wonderful and cheapest night”, is his simple logic. As a result, the
his institute. He inserts his Mobility Card into form of mobility. professor moves through the urban world of
the ticket machine and knows that EUR 1.50 At the end of the month he receives his his little major city using his Mobility Card.
is now being deducted from his mobility ac- mobility account statement. He has never had The only reminders of traffic jams and smog
count. He covers the short distance from his his own car. The idea of owning one seems in Stuttgart are photos of his parents proudly
institute to the seminar room by e-bike. This absurd to him, the scientist: “I don’t buy a posing in front of their own car.
1995: First series ESP from Bosch 2003: Introduc- 2005: A European 2008: Introduc-
(Mercedes Benz S-Class). tion of the city Directive on the design tion of environ-
congestion charge of the front of vehicles to mental zones
1995: Launch of the world’s in London. protect pedestrians and (emission stick-
first public bicycle hire system other vulnerable road ers) in Germany,
in Copenhagen. users comes into force first of all in
(2003/102/EC). Berlin, Cologne,
Hannover.
1990
1995
2000Mobility is a little bit of quality of life. This have almost doubled. On the whole, it is to Dr Sigrid Evelyn Nikutta
also and mainly applies in cities whose be expected that besides the working popula- Chair and Member of
attraction not least depends on the public tion, senior citizens will complement young the Betrieb der Berliner
transport on offer. The city centre network people as an important customer group. Verkehrsbetriebe (BVG)
and links to the surrounding area are location Transport companies have to take this
factors that rank right at the top of people’s trend into account and set the right agenda
list of priorities. Berlin with an area of almost for the next five to ten years. But one thing
900 square kilometres and the adjacent is already obvious now: the public transport
municipalities in the affluent areas are served on offer must be more geared towards and
today by a range of transport that can com- tailored to this group of people than before.
pete with the best across Europe. This basically means modern, comfortable
However the challenges facing transport and environmentally-friendly vehicles, the
companies over the next few decades are further development of the route network with prices are to remain affordable, that is to say
already foreseeable. The population trend in a high density of stops, as well as easy to socially acceptable. Only once convincing
Berlin and surrounding areas is, like in other understand and simple to use transport. answers have been found to the challenges
conurbations, characterised by two compo- This initially sounds easy but it will be diffi- mentioned will public transport continue to
nents: there are likely to be more people and cult enough against the backdrop of the cities have a future and also be the backbone of
the share of people over 65 years old will and municipalities’ budget situation if travel urban mobility in 2050.
There is too much noise and pollution, too transport, will be on the roads with new tech- Fritz Kuhn
many traffic jams and stress in almost all me- nologies and drives, for example electric, bio Lord Mayor of the
tropolises on earth. Any vision of the urban fuels, gas and hybrid. Local public transport regional capital of
mobility of tomorrow or even the day after will be highly developed and networked. By Stuttgart
tomorrow has to deal with the knowledge of modernising public space and developing
today and provide answers that are balanced appropriate infrastructures the vision of equal-
in term of ecological, social and economic ity for all road users will be largely realised if
aspects. I am convinced that we still do not not fully achieved.
even know about many aspects of future ur- The tailored mix of mobility services will
ban mobility today. We would therefore do have accomplished a strong market position
well to confront dynamic developments in this based on simple and reliable information,
field with great curiosity and openness. booking and payment systems. Car manufac-
In my vision, cities are available to citizens turers will have undertaken ecological chal-
far more as an attractive living space with a lenges in economic business models and
high quality of life. In my vision, people from have led them to success by 2050. This kind
children to senior citizens move safely in pub- of vision can become a reality. However, on if we do not overplay individual requirements
lic spaces. In my vision, urban mobility pro- the way to achieving this we must give up the and wishes and all take responsibility togeth-
tects the environment in a city of short distanc- passed down design principles of car-friendly er for the whole thing then we can design the
es and it is reliable and affordable. cities for mobility-friendly cities. If we let our- urban mobility of the future to be both com-
The mobility of the future will be more var- selves be inspired by new ideas, reflect to- patible with people and urban living and
ied. Vehicles, be they for private or business gether, discuss and act with concerted efforts, even create new jobs in doing so.
2011: All new vehicle mod- 2012: Citroën 2013: The Mas-
els launched on the market launches the first car- ter’s course “Urban
in Europe must be fitted with sharing programme Mobility – Traffic
ESP as standard since 1st that exclusively uses Engineering” is
November. Mandatory ESP electric vehicles launched for the
then applies to all new cars in Germany with first time at a Ger-
from November 2014. “Multicity” in Berlin. man university in
Nuremberg in the
summer semester.
2005
2010
2015
14 | 15Accidents
High risk of serious injuries
Although the number of roads users killed throughout Europe is highest on rural roads, most accidents by far happen in built-up areas.
At the same time, most serious and minor injuries are also reported here. This is firstly because the majority of car traffic is in built-up
areas and secondly, nowhere else can you find so many different road users in such a small space. Often the “strongest” (trucks and
cars) meet the “weakest” (pedestrians and cyclists) here, combined with a correspondingly high potential risk.
Whenever city planners and transport pro- extraordinary level of attention is required minor injuries stood at 318,099. 1,062 peo-
viders talk about change in urban mobility, of all road users in built-up areas especial- ple, i.e. just under a third, lost their lives in
topics like networking modes of transport, ly. This applies even more because another built-up areas. By comparison: the number
improving traffic flow or reducing harmful potential source of danger has recently ap- of fatalities on rural roads was roughly
emissions are frequently top of the agenda. peared in urban traffic with almost silent twice as high with 2,151. By contrast, sig-
However, one very important aspect should electric vehicles and e-bikes travelling at nificantly higher numbers were recorded in
therefore not get left behind: road safety. low speeds. built-up areas than on rural roads or mo-
As many accident risks are posed in urban The figures speak clearly for themselves: torways with 35,350 for serious injuries and
areas in particular. Car drivers and motor- accidents are most common within built-up 214,959 for minor injuries.
cyclists on the way to or from work, heavy areas. For example, out of the 2.4 million There was a similar trend in France in
goods vehicles that are delivering goods accidents recorded by the police in Germa- 2012. Here 1,027 people were killed in road
and being loaded and unloaded on the edge ny in 2012 roughly three quarters (72.9 per- accidents in built-up areas (28.1 percent of
of the road, stop and go traffic, children on cent) happened in built-up areas, 20.8 per- 3,653) and roughly 65.3 percent on rural
the way to school, pedestrians suddenly cent on rural roads and the remaining 6.3 roads with 2,385 people. By contrast, the
crossing the road, plus buses and trams, an percent on motorways. As Figure 9 shows, most serious injuries were recorded by far
accumulation of traffic signs, poor visibil- in a total of 299,637 accidents with person- in built-up areas with 52.9 percent (14,358
ity, poorly lit roads, sensory overload due al injury 3,600 people lost their lives, the of 27,142). This ratio was also not any dif-
to billboard lighting and much more: an figure for serious injuries was 66,279 and ferent in Austria. 151 people lost their lives
in road accidents in built-up areas here in
2012, 380 on rural roads and motorways.
9 Accidents with personal injury in 2012 in Germany by location 31,003 people were injured in built-up ar-
Percent- Percent- Serious Percent- Minor Percent- eas, 19,892 on rural roads and motorways.
Total age Fatalities age injuries age injuries age In Italy the number of fatalities in built-
Total 299,637 100% 3,600 100% 66,279 100% 318,099 100% up areas and rural roads was at least more
Built-up areas 206,696 69.0% 1,062 29.5% 35,350 53.3% 214,959 67.6% proportional than in Germany, France and
Rural roads 75,094 25.0% 2,151 59.8% 25,766 38.9% 80,355 25.3% Austria. In Italy 1,562 people died in road
accidents in built-up areas in 2012 (42.8
Motorways 17,847 6.0% 387 10.7% 5,163 7.8% 22,785 7.1%
percent of 3,653 and 1,761 on rural roads
Data source: Federal Statistics Office
(48.2 percent).ACCIDENTS IN THE EU 10
Percentages of locations of vehicle drivers and passengers in vehicles as
The CARE database (EU Road Accident well as pedestrians killed in road accidents on roads in the EU
Database) provides detailed figures for the n1=18,358 n2=5,260 n3=6,080
100
individual member states (EU-28 with-
out Lithuania) for a look at accidents in EU-27*
Share of locations in percent
the whole of the EU. The most current fig- 80
ures from the individual states come from Motorways
the years 2009 to 2012. Out of the 29,698 60 Rural roads
deaths in total, 18,358 were drivers of Built-up areas
vehicles (motorised vehicles and bicycles), 40
5,260 were passengers in vehicles and 6,080 n = 29,698
were pedestrians. Whilst with drivers and *EU-28 without Lithuania
20
passengers the majority of people killed in
accidents lost their lives outside built-up
areas, roughly two thirds of the pedestrians 0
Drivers Passengers Pedestrians
died in accidents in built-up areas
Road users killed
(Figure 10).
Data source: CARE, as of: 26th November 2013, always the most current years for individual EU-27
The figures of people killed in acci- states for the period from 2009 to 2012
dents in built-up areas can be taken from
CARE for 15 EU member states for the
period from 1991 to 2010 based on type of
road use (Figure 11). This shows that the 11
numbers of pedestrians and car passen- Fatalities in accidents in built-up areas by type of road use in 15 EU states
gers killed mainly dominated in the 1990s. from 1991 to 2010
However, it was also these two types of 8,000
road use that particularly profited from the
Fatalities in accidents in built-up areas
beneficial development of vehicle and road 7,000 EU-15*
safety so that the absolute figures of pedes- *Belgium, Denmark, Germany, Ireland,
6,000
trians and car passengers killed is in the Greece, Spain, Finland, France,
Italy, Luxembourg, the Netherlands,
meantime far more approximate to oth- 5,000
Austria, Portugal, Sweden, United
er road users, In the 15 EU states looked Kingdom
4,000
at 2,212 pedestrians, 1,780 car occupants,
Pedestrians
1,424 people on motorcycles (including 3,000
Car occupants
motorcycles and mopeds), 682 people on People on motorcycles
2,000
bicycles, 439 people on mopeds, 122 oc- People on bicycles
cupants of goods vehicles (small delivery 1,000 People on mopeds
vans and trucks, heavy goods vehicles and Goods vehicle
0
articulated lorries) as well as 17 occupants occupants
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
of buses died in accidents in built-up areas Bus occupants
in 2010. Data source: CARE, as of: 26 th November 2013
ACCIDENTS IN BUILT-UP AREAS
IN GERMANY
12
Similar trends for accidents in built-up ar- Trend for numbers of fatalities in accidents in built-up areas by road use
eas can be established in Germany as in the in Germany 1991 to 2012
whole of the EU. Using the figures pub- 1,400 Pedestrians
lished annually by the Federal Statistics Car occupants
Fatalities in accidents in built-up areas
Office, a trend can be followed up to and 1,200 People on motorcycles
including 2012, where the number of pe- People on bicycles
destrians killed is always greater than the 1,000
People on mopeds
number of car occupants killed (Figure 12). Goods vehicle
800
Since roughly 2005, the number of car oc- occupants
cupants killed has largely become approxi- Bus occupants
600
mate to the number of people on bicycles,
although in 2008, 2011 and 2012 more peo- 400
ple on bicycles were killed than car occu-
pants. In 2012, 388 pedestrians, 248 people 200
on bicycles, 217 car occupants, 135 people
0
on motorcycles, 25 people on mopeds, 12
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
2011
occupants of goods vehicles and two occu-
pants of buses lost their lives in Germany in Data source: Federal Statistics Office
accidents in built-up areas.
16 | 17Accidents
The emergency services are called out more than 30,000 times a day in Germany.
The Federal Statistics Office also pro-
13 Fatalities in built-up areas by road use in accidents with personal injury vides figures for serious injuries in road
for 2012 in Germany traffic (Figure 14). Whilst the numbers of
Serious Minor seriously injured car occupants still domi-
Total Fatalities injuries injuries
nated in the 1990s, more people on bicy-
Accident victims in built-up areas 251,371 1,062 35,350 214,959 cles than car occupants have been seriously
Of these injured in accidents in built-up areas since
Pedestrians 30,209 388 7,450 22,371 2003. 11,499 people on bicycles, 8,566 car
People on bicycles 67,598 248 11,499 55,851 occupants, 7,450 pedestrians, 4,130 people
on motorcycles, 2,553 people on mopeds,
Car occupants 111,345 217 8,566 102,555
359 occupants of goods vehicles and 318
People on motorised two-wheelers 30,987 181 6,683 24,119
occupants of buses were registered here as
Goods vehicle occupants 3,388 12 359 3,017 seriously injured in 2012.
Bus occupants 4,845 2 318 4,525
Agricultural machinery occupants 186 3 44 139 SERIOUS ACCIDENTS INVOLVING
COLLISIONS BETWEEN VEHICLES AND
Occupants of other vehicles 794 4 137 653
PEDESTRIANS
Data source: Federal Statistics Office
The detailed analysis of accidents also pro-
vides a very telling picture (Figure 15). As
14 far as the accident types are concerned,
Trend for numbers of seriously injured people in accidents in built-up turning in/crossing accidents dominated in
areas by road use in Germany 1991 to 2012 2012 at 26 percent, followed by accidents
25,000
Pedestrians involving longitudinal traffic at just under
Car occupants 21 percent. 258 road users in total lost their
People on motorcycles lives in these two types of accidents. Pedes-
in accidents in built-up areas
20,000
People on bicycles trian accidents on the other hand had far
People seriously injured
People on mopeds more serious impacts. These are accidents
Goods vehicle occupants
15,000 caused by a conflict between a pedestrian
Bus occupants
crossing the road and a vehicle. Although
10,000 this type of accident only makes up 7.8 per-
cent of all accidents, most road users lost
their lives as a result with 275 fatalities.
5,000
The most frequent type of accidents
were turning in/crossing accidents (33.1
0 percent) where the most serious and mi-
nor injuries were also recorded with this
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
2011
Data source: Federal Statistics Office
type of accident. Most deaths were ac-
counted for by collisions between vehiclesYou can also read
