*Country Profile

Denmark

ROAD SAFETY

This document is part of a series of 30 country profiles: one for each Member Stateof the EU 27 and three EFTA countries (Iceland, Norway, and Switzerland). The
purpose of this series is to provide an overview oστα safety performance indicatorsf
the road safety situation in a specific country.

C ount ry Profi leDenmark

Contract:

This document has been prepared in the framework of the EC
Service Contract MOVE/C2/SER/2022-55/SI2.888215 with
National Technical University of Athens (NTUA), SWOV Institutefor Road Safety Research and Kuratorium für Verkehrssicherheit(KFV).

VersionFebruary 8, 2024

AuthorKaterina Folla, Konstantinos Kaselouris (NTUA)Internal Reviewer:

Ingrid van Schagen, Govert Schermers (SWOV)

Referencing:

Reproduction of this document is allowed with due
acknowledgement. Please refer to the document as follows:
European Commission (2023), Country Profile Denmark. Road
SafetyObservatory.
Brussels,
EuropeanCommission,
Directorate General for Transport.

Disclaimer
Whilst every effort has been made to ensure that the matter presented in thisdocument is relevant, accurate and up to date, the (sub)contractors cannot accept
any liability for any error or omission, or reliance on part or all of the content inanother context.
Any information and views set out in this document are those of the author(s) and do
not necessarily reflect the official opinion of the European Commission. The
Commission does not guarantee the accuracy of the data included in this study.
Neither the Commission nor any person acting on the Commission’s behalf may beheld responsible for the use that may be made of the information contained therein.
© European Commission, 2023.The EU does not own the copyright in relation to thefollowing elements:- Cover page photos, © www.shutterstock.com

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C ount ry Profi leDenmark

Contents
1.

Highlights ........................................................................... 4

2.

Road Safety Outcomes ......................................................... 5

3.

4.

5.

6.

2.1

Road Safety Trends ......................................................... 5

2.2

Risk Figures .................................................................... 6

2.3

Transport Mode ............................................................... 7

2.4

Age and Gender .............................................................. 9

2.5

Area and Road Type ....................................................... 11

2.6Time Period ................................................................... 12

2.7

Lighting and Weather Conditions ...................................... 13

Safety Performance Indicators .............................................. 14
3.1Road User Behaviour ...................................................... 14

3.2

Vehicle Safety ................................................................ 15

3.3

Enforcement .................................................................. 15Road Safety Policy and Measures .......................................... 16
4.1

National Road Safety Strategy.......................................... 16

4.2

Traffic Laws and Regulations ............................................ 16

4.3

Driving Licences ............................................................. 174.4Road Infrastructure ........................................................ 18

Structure and Culture .......................................................... 19
5.1Country Characteristics ................................................... 19

5.2

Structure of Road Safety Management .............................. 20

5.3

Self-declared behaviour & Attitudes .................................. 21

Notes ................................................................................ 22
6.1

Data Sources ................................................................. 22

6.2

Definitions ..................................................................... 24

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1. Highlights
Road Safety Outcomes• In 2021, 130 people were killed and 1,163 people were seriously
injured in road crashes in Denmark.
• Denmark is 3rd out of 27 EU countries in terms of the lowest
numbers of fatalities per million inhabitants.
• Compared to the EU average, the distribution of fatalities inDenmark shows a relatively high proportion of cyclist fatalities,
especially inside urban areas. This is due to the high rate ofbicycle use in Denmark, especially in the cities.
• Over the period 2012-2021, the total number fatalities decreased
by 22%, which was slightly lower than the EU decrease.
Road Safety Performance Indicators• The use rates of seat-belts among passenger car occupants arehigher in Denmark compared to the average EU rates.
• Self-reported drink-driving is lower than the EU average.
• The age of the passenger car fleet is lower than the EU average.
Road Safety Policy Measures & Country Characteristics• The maximum speed on rural roads in Denmark is lower than inmost EU countries.
• BAC alcohol limits for novice drivers and professional drivers areless strict than the EU average.
• Danish road infrastructure is characterized by high road density.

4C ount ry Profi leDenmark

2. Road Safety Outcomes
2.1 Road Safety Trends
In Denmark, 130 people were killed and 1,163 people were seriously
injured in road crashes in 2021 a. Over the period 2012-2021, thenumber of fatalities in Denmark decreased by 22%, which is somewhat
lower than the European Union (EU) decrease (25%). Furthermore, thenumber of serious injuries showed a significant decrease over the same
period (36%).
In terms of mortality rates, 22 road fatalities per million inhabitants
were recorded in 2021, which is among the best performances in the
EU. Over the period 2012-2021, Denmark showed a downward trend in
mortality rate, with slight annual increases having been recorded in2013, 2016 and 2019.
Table 1. Number of fatalities and serious injuries (2012 and 2021)
Fatalities
Serious Injuries

2012
167
1,809

2021
130
1,163

Trend
-22%
-36%

EU trend-25%-

Figure 1. Mortality rate development, 2012 – 2021

Fatalities per million
inhabitants

70
60
50
40
30
20
10
0

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Denmark

European Uniona

It is noted that the global COVID-19 pandemic had an impact on the CARE data for2020 and 2021 for many European countries. Traffic volumes dropped sharply during
the pandemic due to traffic restrictions, which was associated with a significant drop
in road traffic crashes and fatalities.

5C ount ry Profi leDenmark

Serious injuries per million
inhabitants

Figure 2. Evolution of serious injuries per million inhabitants, 2012 –
2021
350
300
250
200
150
100
50
0

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Denmark

2.2 Risk Figures
Figure 3. Mortality rates by country, 2021

Fatalities per million
inhabitants

100
90
80
70
60
50

EU = 45

40
30

22

20
10
0

Taking into account the number of vehicles, the fatality rate per 10,000
registered vehicles in Denmark is 0.38, which is much lower than the
EU average (0.63).

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C ount ry Profi leDenmark

Figure 4. Fatalities per thousand registered vehicles, 2021

2.3 Transport Mode
In 2021 b, car occupants accounted for 42% of road traffic fatalities inDenmark, which is slightly lower than that observed in the EU as awhole (45%). Cyclists on the other hand accounted for 19% of road
fatalities, which is well above the respective EU proportion (9%). It isnoted that Denmark has one of the highest rates of bicycle use in theEU, especially in the cities.
Over the period 2012-2021, there has been a decrease in the numbersof fatalities and serious injuries in Denmark for all transport modes
except for cyclists. The highest decrease was recorded for pedestrians
and car occupants (39% and 33% respectively). The number of cyclist
fatalities increased by 14%. Concerning serious injuries, the highest
decrease were recorded for bus/coach occupants (88%), lorries (43%)
and passenger car occupants (41%).
Of those vulnerable road users (VRUs: pedestrians, cyclists andpowered two-wheelers) that were fatally injured in Denmark in crashes
involving either passenger cars or buses/coaches or lorries and heavy
goods vehicles, 62% were involved in a crash with a car, and 36% wereinvolved in a crash with a lorry or heavy goods vehicle.
Also, the number of fatalities in single vehicle crashes has decreased
somewhat more than in the European Union.

Different shares of transport modes in the casualty numbers, as shown in thissection, may also reflect differences in the size of the vehicle fleet and the usage ofdifferent modes rather than a difference in safety level.
b

7

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Table 2: Number of fatalities by transport mode, 2012 and 2021
2012
1
81
22
0
6
2
31
24
167

Bus/coach occupants
Car occupants
Cyclists
Heavy goods vehicles
Lorries, under 3.5t
Other/unknown
Pedestrians
Powered two-wheelers
Total

2021
0
54
25
2
10
3
19
17
130

Trend
-33%
+14%
-39%
-29%
-22%

EU trend
+26%
-28%
-12%
-11%
-14%
-13%
-34%
-18%
-25%

Figure 5. Distribution of road fatalities by transport mode, 2021

European
Union

45%

Denmark

42%
0%

20%

6%

9%
40%

19%

13%

9%

18%

19%

60%

15%
80%

3%

2%
100%

Car occupants

HGVs, Lorries and buses

Powered two-wheelers

Cyclists

Pedestrians

Other/unknown

Table 3: Number of serious injuries by transport mode, 2012 and 2021
Bus/coach occupants
Car occupants
Cyclists
Heavy goods vehicles
Lorries, under 3.5t
Other/unknown
Pedestrians
Powered two-wheelers
Total

2012
17
858
332
7
46
11
208
330
1,809

8

2021

2
505
259
11
26
19
141
200
1,163

Trend
-88%
-41%
-22%
+57%
-43%
+73%
-32%
-39%
-36%

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Table 4: Number of VRU fatalities in crashes involving passenger cars,
buses or coaches and lorries or heavy goods vehicles, 2012 and 2021
Crashes involving busesor coaches
Crashes involving cars
Crashes involving lorries
or heavy goods vehicles

2012

2021

Trend

EU trend

5

1

-

-47%

41

28

-32%

-29%

16

16

0%

-15%

Table 5: Number of fatalities in single vehicle crashes by transportmode, 2012 and 2021
2012

Bus/coach occupants
Car occupants
Cyclists
Heavy goods vehicles
Lorries, under 3.5t
Other/unknown
Powered two-wheelers
Total

2021
0
21
7
1
2
1
4
36

0
31
3
0
4
1
11
50

Trend
-32%
-64%
-28%

EU trend
+47%
-28%
+37%
-44%
-12%
-20%
-16%
-23%

2.4 Age and Gender
The distribution of road fatalities across age groups in Denmark issimilar to that of the EU, but with a higher share of fatalities aged 18
to 24 years old and for women a smaller share of seniors. Over theperiod 2012-2021, the number of fatalities dropped for all age groups
except for males aged above 65 years old. The number of seriously
injured persons decreased for all age groups.
Figure 6. Distribution of road fatalities by age and gender, 2021

FemaleEuropean Union

6% 10%

Denmark 5%
0%
<18

23%

22%
20%
18-24

20%

40%

24%

22%

40%

60%

25-49

50-64

9

65+

27%
80%

Unknown100%

C ount ry Profi leDenmark

Male
European Union36%

4% 13%

Denmark 3% 16%
0%
<18

23%

26%
20%

18-24

22%
40%

25-49

33%

60%

50-64

24% 1%

65+

80%

100%

Unknown

Table 6: Number of fatalities by age and gender, 2012 and 2021
Female
<18
18-24
25-49
50-64
65+
Unknown
Total
Male
<18
18-24
25-49
50-64
65+
Unknown
Total

2012

2021

Trend

EU trend

3
7
11
8
16
0
45

2
8
9
8
10
0
37

-18%
-38%
-18%

-44%
-40%
-37%
-23%
-25%
-22%
-31%

10
24
40
20
28
0
122

3
15
24
20
31
0
93

-70%
-38%
-40%
0%
+11%
-24%

-27%
-37%
-30%
-13%
-8%
-9%
-23%

Table 7: Number of serious injuries by age and gender, 2012 and 2021
Female
<18
18-24
25-49
50-64
65+
Unknown
Total

2012

2021

Trend

79
72
214
122
139
0
626

30
49
124
105
119
0
427

-62%
-32%
-42%
-14%
-14%
-32%

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C ount ry Profi leDenmark

Male
<18
18-24
25-49
50-64
65+
Unknown
Total

146
211
480
196
144
0
1,177

71
126
247
148
143
0
735

-51%
-40%
-49%
-24%
-1%
-38%

2.5 Area and Road TypeThe majority of road fatalities in Denmark occurred on rural roads(57%). Over the period 2012-2021, the number of fatalities and serious
injuries decreased on all road types in Denmark except for motorways.
The percentage of cyclist fatalities inside urban areas is substantiallyhigher (42%) than the respective EU average (13%), while the shareof car occupant fatalities is much smaller: 7% in Denmark and 28% for
the EU on average. As noted above, the rate of bicycle use inside urban
areas in Denmark is among the highest in the EU.
Table 8: Number of fatalities by road type, 2012 and 2021
2012
8
100
59
0
167

Motorway
Rural
Urban
Unknown
Total

2021
11
74
45
0
130

Trend
+38%
-26%
-24%
-22%

EU trend
-6%
-28%
-24%
-48%
-25%

Figure 7. Distribution of road fatalities by road type, 2021

European
Union

9%

53%

Denmark

8%

57%

0%

10%

20%

30%

39%
35%

40%

50%

60%

Motorway

Rural

Urban

11

70%

80%

90%

100%

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Table 9: Number of serious injuries by road type, 2012 and 2021
Motorway
Rural
Urban

2012
101
861
847

2021
67
517
579

Trend
-34%
-40%
-32%

Unknown

0

0

-

1,809

1,163

-36%

Total

Figure 8. Distribution of road fatalities inside urban areas by type oftransport mode, 2021

European
Union

Denmark

3%

28%

7%

20%

18%

0%

20%

13%

42%

40%

60%

33%

3%

29%

4%

80%

100%

Car occupants

HGVs, Lorries and BusesPowered two-wheelers

Cyclists

Pedestrians

Other/unknown

2.6 Time Period
The distribution of fatalities by day of the week and time of the day issimilar to that for the European Union, with the majority of fatalities
occurring in the daytime during the working week. Over the period
2012-2021, Denmark showed the largest decrease for daytime
fatalities during weekends.
Table 10: Number of fatalities by time period, 2012 and 2021
2012
102
13

2021
85
5

Trend
-17%
-62%

EU trend-21%-30%

Weekend - Daytime

35

22

-37%

-25%

Weekend - Night-time

17

18

+6%

Unknown
Total

0
167

0
130

-22%

-39%
-75%

Working week - Daytime
Working week- Night-time

12

-25%

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Figure 9. Distribution of road fatalities by time period, 2021

European
Union

59%

Denmark

8%

65%
0%

20%

23%
4%

40%

60%

Working week - Daytime
Weekend - Daytime

17%
80%

10%
14%
100%

Working week- Night-time
Weekend - Night-time

2.7 Lighting and Weather Conditions
According to the distribution of fatalities by lighting and weather
conditions, the majority of fatalities in Denmark are during daylight andwith dry weather conditions. During darkness, road crash fatalities inDenmark decreased slightly more than in the EU on average.
Table 11: Number of fatalities by lighting and weather conditions, 2012
and 2021
Lighting Conditions
Daylight
Twilight
Darkness
Weather Conditions
Dry
Rain
Other/Unknown

2012

2021

Trend

EU trend

98
5
64

81
6
41

-17%
-36%

-17%
-25%
-33%

136
25
6

104
20
6

-24%
-20%
-

-24%
-28%
-25%

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3. Safety Performance Indicators
3.1 Road User Behaviour
Table 12: Road Safety Performance Indicators, 2022
Denmark
Speeding c% of passenger cars travelling within speed limits1, 4Motorways

EU

Speed limit 110km/h

45.4

-

Speed limit 130km/h

80.4

-

60.6

-

Rural Roadsd

Urban Roads-

Large towns & cities

58.3

Small towns

53.2

Seat belt & CRS use rates (%)1,2
Front

97.0

93.3

Rear

89.0

75.5

/

67.0

PTW driver

/

97.0

PTW passenger

/

94.4

Cyclist e

/

37.8

50.0

-

79.0

-

10.6

11.8

/

94.8

Child restraint systems
Helmet use rates (%)

1

Adults in city traffic
Children on the way to and from school
DUI of Alcohol3(self-reported)% car drivers have driven at least oncein the last 30 days over the legal limit
Driver Distraction1% of drivers not using hand-held mobile
device/phone while driving

Sources: 1Baseline project, 2ETSC (2022), 3ESRA3 project (2024), 4national sources

An EU average is not available for speeding, due to different legal speed limits among
countries, which does not allow for a straightforward comparison. Please also notethat for some Safety Performance Indicators of Section 3, the EU average is based ona small number of EU Member States with available data (see Section 6.1).
d
The respective ratio in the peninsula of Jutland is 43.9%e
The Danish Road Safety Council collects data on helmet use among cyclists,
however, there is not one combined percentage for all cyclists.
c

14

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3.2 Vehicle Safety
Table 13: Vehicle Safety Performance Indicators, 2019
% of new passenger cars rated
with 4 EuroNCAP stars and above1
Average age of passenger car fleet(years)2

Denmark

EU

/

83.6

8.9

11.8

Sources: Baseline project, ACEA (2022)

3.3 Enforcement
Table 14: Number of traffic police tickets per thousand population,
2020
Tickets per 1,000 population
Speeding
Non-use of seat-belt
Illegal use of mobile phone
Driving above legal alcohol limits

Denmark
79.9
2.3
4.9
/

Source: ETSC (2022)

15

EU
139.7
5.7
4.4
1.9

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4. Road Safety Policy and Measures
4.1 National Road Safety Strategy
Table 15: National road safety strategy and targets
Timeframe
Lead
Authority
Targets
Fatalities
Serious
injuries
Baseline
Year
SPIs

Denmark2021-2030
Danish Road Safety Commission, an advisory commission with wide
representation from the political side as well as from professional
bodies and NGOs, all actors in road safety.
<=90 fatalities by 2030<=900 serious injuries by 2030
2019

Yes, for the 8 KPIs
https://www.faerdselssikkerhedskommissionen.dk/media/eymfxr0n/fs
Link
k_resume_handlingsplaneng_2021-2030_final.pdf
Source: national sources

4.2 Traffic Laws and Regulations
National road safety legislation in Denmark reflects the situation in the
majority of EU countries with a few exceptions. The maximum speed
on rural roads is 80 km/h, which is lower than in most countries (90km/h). Furthermore, the alcohol limit for novice drivers andprofessional drivers is 0.5 g/l, while in most EU countries the limit islower.
Table 16: National road safety legislation
Speed limits forpassenger cars (km/h)
Urban roads
Rural roads
Motorways
Allowed BAC levels (g/l)
General population
Novice drivers

Denmark

Most common in EU

50
80
130

50: 26/27
90: 17/27
130: 14/27

0.5
0.5

0.5: 19/27
0.2: 12/27, 0.0: 9/27
0.2: 10/27, 0.0: 9/27,
0.5: 6/27

Professional drivers

0.5

Seatbelt requirement
Drivers
Front Passenger
Rear Passenger

Yes
Yes
Yes

16

Yes: 27/27
Yes: 27/27
Yes: 27/27

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Denmark

Most common in EU

Child restraint systems
CRS required

Allowed in a CRS
Prohibited under 5
years oldup to 135 cm: 12/27,
up to 150 cm: 12/27
Allowed in CRS: 22/27
Prohibited under certain
age/height: 18/27

Yes
Yes
Yes
Not mandatory
Not restricted

Yes: 27/27
Yes: 27/27
Yes: 25/27
Not mandatory: 19/27
Not restricted: 16/27

No
Yes

No: 26/27
Yes: 27/27

Up to 135cm

Children in front seats
Children on motorcycles
Helmet requirement
Powered Two Wheelers
All roads
All engines
Cyclists
Age restriction
Mobile phone use
Hand-held phone use allowed
Hands-free phone use allowed
E-scooters

Not restricted: 9/27,
Allowed from 14 years: 6/27
Max. speed limit (km/h)
20
25: 18/27
Helmet requiredYes
Not required: 12/27
Allowed on road lanes
Yes
Yes: 18/27
Allowed on pavements
No
No: 13/27, Yes: 9/27
Allowed on bicycle paths
Yes
Yes: 21/27
Sources: EC (2023), WHO (2018), FERSI (2020), National sources
Age restriction

Allowed from 15 years

4.3 Driving Licences
Table 17: Policies and regulations related to driving licences
Denmark

Most common in EU

Novice Drivers
Accompanied driving
Probation period for novice
drivers
Renewal procedure
Renewal procedure(compulsory)
Renewal interval
Medical requirements
Source: National sources

No specificprobationary period

17 years: 13/27,
No: 7/27
2 years: 7/27,
3 years: 5/27

Yes

Yes: 26/27

Every 15 years

Εvery 10years: 13/27,
Εvery 15years: 9/27

17 years old

No (In certain cases
yes)

17

Yes: 22/27

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4.4 Road Infrastructure
Table 18: Policies and regulations related to road infrastructure
Denmark

Most common in EU

Audits or star rating required for
new road infrastructure

PartialYes: 10/27,
Partial:17/27

Inspections / star rating of existing
roads

Yes

Yes:26/27

Design standards for the safety ofpedestrians / cyclists

Yes

Yes:25/27

Investments to upgrade high risk
locations

Yes

Yes:20/27

Policies & investment in urban
public transport

Yes

Yes:23/27

Yes

Yes: 21/27

Policies promoting walking andcycling
Source: WHO (2018)18

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5. Structure and Culture
5.1 Country Characteristics
Population density in Denmark is above the EU average. Its GDP per
capita is above that of the European Union. The road density is higher
than the EU average.
Table 19: Country Characteristics, 2021
Denmark
Demographics2
Population (inhabitants)
Population density (inh./km2)% children (0-17)% adults (18-64)% elderly (65+)% of urban population
Economic Data2
GDP per capita (euro)
Infrastructure1
Country Area (km2)Road network length (km)Road density (km/km2)% of motorways% GDP spent to road infrastructure3
Vehicle Fleet1
Vehicles per population% of passenger cars
% of motorcycles% of HGVs% of buses
Exposure1
Modal split of passenger transport onland (passenger-km in %):- Passenger cars
- Bus/coach/Metro/Tram
Modal split of freight transport on land
(tonne-km in %):- Road- RailEnvironment1
CO2 emissions from road transport(million tonnes)
Share of road transport emissions in
total transport emissions (%)
Sources: 1EC (2023b), 2Eurostat, 3OECD (2023)

19

EU

5,840,045
138.9
19.7
60.1
20.1
88.5

447,000,548
109.0
18.2
61.6
20.3
75.2

58,59032,56042,92574,896
1.7
1.81
0.4

4,225,134
4,473,380
1.1
1.67
0.4

0.58
81.7
5.8
12.2
0.3

0.73
77.3
11.4
11.1
0.2

86.3
7.6

85.2
8.7

87.8
8.4

74.6
16.4

11.2

739.8

76.6

76.3

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5.2 Structure of Road Safety Management
Table 20: Road Safety Management Structure
Key Functions

Key Actors

Formulation of nationalroad safety strategy-

Ministry of Transport
Road Safety Commission

Monitoring of the roadsafety development-

The Danish Road Directorate

Improvements in roadinfrastructure-

The Danish Road Directorate (state-owned roads)
Municipalities (local roads)

Improvement invehicles-Danish Road Traffic Authority

Improvement in roaduser education-

Danish Road safety council
Danish Road Traffic Authority

Publicity campaigns-

Danish Road safety council
The Danish Road Directorate

Enforcement of traffic
laws-

Police-Research: DTU Transport (Danish Technical University
and AAU (Aalborg University)

Other relevant actors
Source: National sources20

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5.3 Self-declared behaviour & Attitudes
Table 21: Self-declared behaviour and attitudes
Ranking among
EU countries

Denmark

EU Average

19.2

17.0

10/18

49.1

55.7

7/18

17.4

17.2

7/18

10.0
24.1

16.8
34.4

16/18
16/18

11.3

15.0

14/18

63.3

76.6

18/18

25.5

38.3

17/18

48.4

60.1

15/18

Risk Taking% at least once in the past 30 days
- drive after drinking alcohol- drive faster than the speed limit
inside urban areas- transport children under 150cm
without using CRS
Enforcement Perception% of likely of being checked for- drink-driving- respecting speed limits- using of hand-held mobile phone
while driving
Support for policy measures% of support to a legal obligation to- zero tolerance for all novice
drivers- limiting the speed limit to
30km/h in all built-up areas(except on main thoroughfares)- requiring all cyclists to wear ahelmetSource: ESRA3 project (2024)

21

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6. Notes
6.1 Data Sources
CARE (Community database on road accidents in Europe)
All information in section 1 of the Country Profile is based on the CARE
database. The full glossary of definitions of variables used in this Reportis available at EC Mobility & Transport - Road Safety webpage.
The European average is based on the average of the 27 EU countries.
EU trends and aggregated figures are based on the most recent figuresavailable (2021). In case of missing values, the EU averages andaggregated data were produced by imputing figures based on data fromprevious years. For values less than 10, the trend is not shown since it
may be due to randomness. Also, due to missing data on serious
injuries for some EU countries, EU total/average is not calculated. Dateof extraction: July 2023
ACEA (2022)
European Automobile Manufacturers’ Association. The automobile
industry - Pocket guide 2022/2023. ACEA, 2022.
https://www.acea.auto/files/ACEA_Pocket_Guide_2022-2023.pdf
Data on the average age of the passenger car fleet come from the
ACEA. The European average is based on the average of 24 EU
countries. Date of extraction: July 2023
Baseline project
Information in section 3 is based on Key Performance Indicators
collected within the Baseline project.
https://road-safety.transport.ec.europa.eu/statistics-andanalysis/data-and-analysis/key-performance-indicators-kpis_en
Alternative sources were used for countries with no available data in
the Baseline project (e.g., ETSC, national sources). The European
average is based on the average of 17 EU countries for speeding, 23
EU countries for seat-belt use, 13 EU countries for CRS use, 14 EU
countries for helmet use, 14 EU countries for driver distraction and 13
EU countries for vehicle safety. Date of extraction: July 2023
European Commission 2023
Data were retrieved from EC Mobility & Transport - Road Safety
website:https://europa.eu/youreurope/citizens/travel/drivingabroad/road-rules-and-safety/index_en.htm
Date of extraction: July 2023
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European Commission – Statistical Pocketbook 2023 (b)European Commission, Directorate-General for Mobility and Transport.
EU transport in figures – Statistical pocketbook 2023. Publications
Office of the European Union, 2023. Date of extraction: November 2023
https://data.europa.eu/doi/10.2832/319371
Eurostat
Data were retrieved from Eurostat: https://ec.europa.eu/eurostat
The European average is based on the average of the 27 EU countries.
Date of extraction: July 2023
ESRA project
Information in sections 3 (drink-driving) and 5.3 is based on data fromthe ESRA 3 (E-Survey of Road Users’ Attitudes) project (2023).
https://www.esranet.eu/
The European average is the average of 17 European countries. In the
ranking of the countries in Table 21, Switzerland is also included. Dateof extraction: November 2023
ETSC
Information in section 3 is based on data from the following ETSC
report. The European average is the average of 24 European countries
for all indicators, except the alcohol related tickets (20 countries).
European Transport Safety Council. How traffic law enforcement cancontribute to safer roads. PIN Flash Report 42. ETSC, 2022.
https://etsc.eu/how-traffic-law-enforcement-can-contribute-to-saferroads-pin-flash-42/
FERSI (2020)
Kamphuis, K. & van Schagen, I. (2020) E-scooters in Europe: legal
status, usage and safety. Results of a survey in FERSI countries. FERSI
paper. https://fersi.org/. Date of extraction: July 2023
IRTAD (International Traffic Safety Data and Analysis Group)
Data related to the percentage of GDP spent to road infrastructure(Section
5.1)
isretrieved
from
the
OECD
database:https://stats.oecd.org/. Date of extraction: July 2023
WHO
Data were retrieved from the WHO Global Status Report on Road
Safety, published in 2018. The European average is based on the
average of the 27 EU countries.
https://www.who.int/violence_injury_prevention/road_safety_status/
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2018/en/. Date of extraction: July 2023

6.2 Definitions
Road Crash
Any crash involving at least one road vehicle in motion on a public roador private road to which the public has right of access, resulting in atleast one injured or killed person. Data are based on police reports andthere may be an underestimate because of underreporting (especiallyfor non-fatal crashes and crashes not involving a motorised vehicle).
Fatalities
Total number of persons fatally injured within 30 days of the roadcrash; correction factors applied when needed. Confirmed suicide andnatural death are not included.
Seriously injured (at 30 days)
Total number of persons seriously injured corrected by correction
factors when needed. Injured (although not killed) in the road crashand hospitalized at least 24 hours. The definition of “serious injury”
varies considerably among EU countries, affecting, thus, the reliabilityof cross-country comparisons.
Lorry, under 3.5tn
Goods vehicle under 3.5t maximum gross weight. Smaller motor
vehicles used only for the transport of goods.
Heavy Goods Vehicles
Goods vehicle over 3.5t maximum gross weight. Larger motor vehicles
used only for the transport of goods.
Powered two-wheelers
Driver or passenger of either a moped (two or three wheeled vehicle
equipped with engine size of maximum 50cc and maximum speed that
does not exceed 45 km/h. A moped can also have an electric motor.
Speed pedelecs and electric powered bicycles that offer pedal
assistance up to 45 km/h, also belong to this category of vehicles.) ora motorcycle (motor vehicle with two or three wheels, with an engine
size of more than 50 cc. A motorcycle can also have an electric motor.).
Working week – Daytime
Monday to Friday 6.00 a.m. to 9.59 p.m.
Working week – Night-time
Monday 10 p.m. to Tuesday 5.59 a.m.
Tuesday 10 p.m. to Wednesday 5.59 a.m.
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Wednesday 10 p.m. to Thursday 5.59 a.m.
Thursday 10 p.m. to Friday 5.59 a.m.
Weekend – Daytime
Saturday to Sunday 6.00 a.m. to 9.59 p.m.
Weekend – Night-time
Friday 10 p.m. to Saturday 5.59 a.m.
Saturday 10 p.m. to Sunday 5.59 a.m.
Sunday 10 p.m. to Monday 5.59 a.m.
Speeding
The percentage of passenger cars travelling within legal maximum
speed limits based on roadside measurements during daytime.
Seat belt & CRS use rates
The percentage of passenger car occupants using seat belts and child
restraint systems (CRS) based on roadside observations during
daytime.
Helmet use rates
The percentage of powered two-wheeler riders and cyclists using
helmets based on roadside observations during daytime. Helmet use
rates for cyclists in some countries concern only urban roads. Please
note that in some countries, the use of helmets is not obligatory for
cyclists (see Table 16).
DUI of Alcohol
The percentage of car drivers who have driven at least once in the last
30 days over the legal alcohol limit based on a self-reported survey.
Driver Distraction
The percentage of drivers not using a hand-held mobile device/phone
while driving based on roadside surveys during daytime on working
days. The vehicle types included are passenger cars, light goods
vehicles and buses/coaches.
Explanations of symbols in tables:/ : not available- : not applicable (e.g. calculation cannot be performed)

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