*Country Profile

NorwayROAD 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 of the road safety situation in a specificcountry.
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:

Govert Schermers, Ingrid van Schagen (SWOV)

Referencing:

Reproduction of this document is allowed with due
acknowledgement. Please refer to the document as follows:
European Commission (2023), Country Profile Norway. 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

C ount ry Profi leNorwayContents
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

3

C ount ry Profi leNorway1. Highlights
Road Safety Outcomes• In 2021, 80 people were killed and 569 were seriously injured inroad crashes in Norway.
• Norway performs better than all EU countries in terms of thenumber of fatalities per million inhabitants.
• Compared to the EU average, the distribution of fatalities in
Norway shows a relatively high proportion of fatalities on ruralroads.
• Over the period 2012-2021, the number of fatalities decreased
more than in the European Union.
Road Safety Performance Indicators• Seat belt use among front occupants of passenger cars in Norway
is higher than the EU average.
Road Safety Policy Measures & Country Characteristics• The maximum speed limits on rural roads and motorways arelower than in most EU countries.
• There is a general alcohol limit of 0.2 g/l in Norway.
• Norwegian road infrastructure is characterized by low roaddensity, especially the motorway network.

4C ount ry Profi leNorway2. Road Safety Outcomes
2.1 Road Safety Trends
In Norway, a total of 80 people were killed and 569 were seriously
injured in road crashes in 2021 a. Over the 2012-2021 period, thenumber of fatalities in Norway decreased by 45%, which is much higher
than the 25% decrease registered for the European Union (EU)decrease as a whole. The number of serious injuries in Norway showed
a 19% decrease over the same period.
In terms of mortality rate, 15 road fatalities per million inhabitants wererecorded in 2021, which is the lowest of the EU member states.
Table 1. Number of fatalities and serious injuries, 2012 and 2021
Fatalities
Serious Injuries

2012
145
699

2021
80
569

Trend
-45%
-19%

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
NorwayEuropean 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 leNorwayFigure 2. Evolution of serious injuries per million inhabitants, 2012 2021

Serious injuries per million
inhabitants

160
140
120
100
80
60
40
20
0

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Norway2.2 Risk Figures

Fatalities per million inhabitants

Figure 3. Mortality rates by country, 2021
100
90
80
70
60
50

EU = 45

40
30

15

20
10
0

Taking into account the vehicle population, Norway performs better
than the EU as a whole. The rate of 0.21 fatalities per 10,000 registeredvehicles in Norway is well below the EU average of 0,63.

6

C ount ry Profi leNorwayFatalities per 10000 registeredvehiclesFigure 4. Fatalities per thousand registered vehicles, 2021
2.50
2.00
1.50
1.00

EU = 0.63

0.50

0.21

0.00

2.3 Transport Mode
In 2021 b, car occupants accounted for half of road traffic fatalities in
Norway. This percentage is slightly higher than that observed in the EU
as a whole (45%). Pedestrians and cyclists account for only 14% ofroad fatalities, which is well below the average share in the EU (27%).
Over the period 2012-2021, there has been a decrease in road fatalities
in Norway for all transport modes. The highest decrease was recorded
for pedestrians and cyclists (68% and 67% respectively). Concerning
serious injuries, the highest decrease was recorded for passenger cars(49%).
Of those vulnerable road users (VRUs: pedestrians, cyclists andpowered two-wheelers) that were fatally injured in Norway in crashes
involving either passenger cars or buses/coaches or lorries and heavy
goods vehicles, 67% were involved in crashes with passenger cars, and
33% were involved in crashes withlight delivery or heavy goods
vehicles. Over time Norway showed a bigger reduction of fatalities
resulting from these types of crashes than the EU as a whole.
Also, the number of fatalities in single vehicle crashes in Norway
showed a bigger decrease than the European Union (34 vs 24%).

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

C ount ry Profi leNorwayTable 2: Number of fatalities by transport mode, 2012 and 2021
2012
2
73
12
2
9
4
22
21
145

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

2021
1
40
4
7
1
4
7
16
80

Trend
-45%
-67%
-68%
-24%
-45%

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

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

European Union

45%

Norway

50%
0%

10%

20%

19%

6%

11%

30%

40%

50%

9%

20%

60%

70%

18%

3%

5% 9% 5%80%

90%

Car occupants

HGVs, Lorries and buses

Powered two-wheelers

Cyclists

Pedestrians

Other/unknown

100%

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
6
397
58
25
15
11
81
106
699

8

2021
1
202
81
10
22
47
58
148
569

Trend

-49%
+40%
-60%
+47%
-28%
+40%
-19%

C ount ry Profi leNorwayTable 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

2012

2021

Trend

EU trend

4

0

-

-47%

24

8

-67%

-29%

7

4

-

-15%

Crashes involving lorries
or heavy goods vehicles

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

2
22
5
2
2
3
13
47

0
10
3
5
0
3
10
31

Trend
-55%
-23%
-34%

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

2.4 Age and Gender
The distribution of road fatalities across age groups in Norway is similar
to that of the EU, with a lower share of fatalities aged from 25 to 49
years old. Over the period 2012-2012, the number of fatalities over all
age groups decreased. 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%

Norway

25%
0%
<18

20%

23%
25%

19%

40%

60%

20%
18-24

40%

25-49

50-64

9

65+

6%

25%
80%

Unknown100%

C ount ry Profi leNorwayMale
European Union

4% 13%

36%

23%

24% 1%

Norway6% 13%

31%

28%

22%

0%
<18

20%
18-24

40%
25-49

60%

50-64

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

2
3
13
10
10
0
38

4
4
3
1
4
0
16

-77%
-58%

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

8
17
47
17
18
0
107

4
8
20
18
14
0
64

-53%
-57%
+6%
-22%
-40%

-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

21
47
69
46
41
3
227

22
18
55
60
39
0
194

+5%
-62%
-20%
+30%
-5%
-15%

10

C ount ry Profi leNorway

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

58
88
202
75
46
3
472

53
40
132
88
62
0
375

-9%
-55%
-35%
+17%
+35%
-21%

2.5 Area and Road TypeThe majority of road fatalities in Norway occurred on rural roads (81%)
which is markedly higher than the EU as a whole (53%). Only 19% of
fatalities occur on urban roads in Norway. Although approximately 1%of the roads in Norway are motorways, no fatalities were registered onthese roads.
Table 8: Number of fatalities by road type, 2012 and 2021
2012
/
/
/
/
/

Motorway
Rural
Urban
Unknown
Total

2021
0
65
15
0
80

Trend
-

EU trend
-6%
-17%
-16%
-35%
-16%

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

European
Union

9%

53%

Norway

39%

81%
0%

10%

20%

30%
Motorway

19%

40%

50%

60%

Urban

Unknown

Rural

11

70%

80%

90%

100%

C ount ry Profi leNorwayTable 9: Number of serious injuries by road type, 2012 and 2021
2012

Motorway
Rural
Urban

/
/
/

Unknown

2021
0
371
198

Trend
-

0

-

/
/

Total

569

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

European
Union

28%

Norway

27%

0%

3%

20%

13%

20%

13%

7%

13%

40%

3%

33%

27%

60%

13%

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 isvery similar to that of the EU. Most fatalities occurred during working
weekdays. In the period 2021-2021, Norway showed a more favourable
downward trend regarding night-time fatalities during the weekends.
Table 10: Number of fatalities by time period, 2012 and 2021
2012
84
11

2021
49
9

Trend
-42%
-18%

EU trend-21%-30%

Weekend - Daytime

27

16

-41%

-25%

Weekend - Night-time

22

6

-73%

-39%

Unknown
Total

1
145

0
80

-45%

-75%
-25%

Working week - Daytime
Working week- Night-time12C ount ry Profi leNorwayFigure 9. Distribution of road fatalities by time period, 2021

European
Union

59%

Norway

61%
0%

8%

23%

11%

20%

20%
40%
Working week - Daytime

60%
80%
Working week- Night-time

Weekend - Daytime

Weekend - Night-time

10%
8%
100%

2.7 Lighting and Weather Conditions
According to the distribution of fatalities by lighting and weather
conditions, the majority of fatalities both in Norway and in the EU
occurred during daylight and under dry weather conditions. The numberof fatalities occurring during darkness and under rainy conditions in
Norway have decreased at a higher rate over the 2012-2021 period
than was the case in the EU as a whole.
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

81
7
46

51
0
22

-37%
-52%

-17%
-25%
-33%

73
17
55

47
4
29

-36%
-76%
-47%

-24%
-28%
-25%

13

C ount ry Profi leNorway3. Safety Performance Indicators
3.1 Road User Behaviour
Table 12: Road Safety Performance Indicators, 2022 or latest available
year
NorwaySpeeding% of passenger cars travelling within speed limits1
Motorways

EU

c

/

-

Rural Roads/-

Urban Roads

/

-

Front

97.0

93.3

Rear

/

75.5

/

67.0

PTW driver

/

97.0

PTW passenger

/

94.4

/

37.8

/

11.8

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

Child restraint systems
Helmet use rates (%)

1

CyclistDUI of Alcohol3(self-reported)% car drivers have driven at least once inthe last 30 days over the legal limit
Driver Distraction1% of drivers not using hand-heldmobile device/phone while driving

/

94.8

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

2

3

4

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).
c

14

C ount ry Profi leNorway3.2 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

Norway

EU

/

83.6

/

11.8

Sources: 1Baseline project, 2ACEA (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

Norway
410.3
0.4
3.2
1.7

Source: ETSC (2022)

15

EU
139.7
5.7
4.4
1.9

C ount ry Profi leNorway4. 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
Link

Norway2022-2025
Norwegian Public Roads Administration
max 50 by 2030
max 350 KSI by 2030
2022-

https://www.vegvesen.no/globalassets/fag/fokusomrader/trafikksikkerhet/
national-plan-of-action-for-road-safety-2022-2025---short-version-inenglish.pdf

Source: national sources

4.2 Traffic Laws and Regulations
National road safety legislation in Norway is different in several aspects
from that in most EU countries. Both the maximum speed on rural roads(80km/h) and on motorways (100 km/h) is lower than in most EU
countries. Unlike most EU countries there is no age restriction totransport children on motorcycles. The general alcohol limit in Norway
is 0.2 g/l, while in the majority of EU countries the general limit is 0.5
g/l.
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

NorwayMost common in EU

50
80
100

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

0.2
0.2

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

0.2

Seatbelt requirement
Drivers
Front Passenger
Rear Passenger
Child restraint systems

Yes
Yes
Yes

16

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

C ount ry Profi leNorwayNorwayCRS required

Up to 135 - 150 cm

Children in front seats

Allowed in CRS

Children on motorcycles

Not restricted

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

Most common in EU
up to 135 cm: 11/27,
up to 150 cm: 11/27
Allowed in CRS: 22/27
Prohibited under certain
age/height: 18/27

Yes
Yes
Yes
No
No

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

Allowed from 12 years
Not restricted: 9/27,
oldAllowed from 14 years: 6/27
Max. speed limit (km/h)
20
25: 18/27
Helmet required
Up to 15 years old
Not required: 12/27
Yes (prohibited where
Allowed on road lanes
Yes: 18/27
bicycles are banned)
Allowed on pavements
Yes
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

4.3 Driving Licences
Table 17: Policies and regulations related to driving licences
NorwayMost common in EU

Novice Drivers
No specificprobationary period

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

Yes

Yes: 26/27

Accompanied driving
Probation period for novice
drivers
Renewal procedure
Renewal procedure(compulsory)

No

Renewal interval (Age)Every 15 years

Medical requirements
Source: National sources

Yes

17

Εvery 10years: 13/27,
Εvery 15years: 9/27
Yes: 22/27

C ount ry Profi leNorway4.4 Road Infrastructure
Table 18: Policies and regulations related to road infrastructure
NorwayAudits or star rating required for
new road infrastructure
Inspections / star rating of existingroads
Design standards for the safety ofpedestrians / cyclists
Investments to upgrade high risk
locations
Policies & investment in urban
public transport
Policies promoting walking andcycling
Source: WHO (2018)

Yes

18

Most common in EU
Yes: 10/27,
Partial:17/27

Yes

Yes:26/27

PartialYes:25/27

Yes

Yes:20/27

Yes

Yes:23/27

Yes

Yes: 21/27

C ount ry Profi leNorway5. Structure and Culture
5.1 Country Characteristics
The population density in Norway is much lower than the EU averageand its GDP per capita is much higher. The proportion of GDP dedicatedto road infrastructure investment is higher than the EU average.
Table 19: Country Characteristics, 2021
NorwayDemographics2
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: EC (2022), Eurostat, OECD (2023)

19

EU

5,391,369
17.4
20.6
61.5
17.9
83.6

447,000,548
109.0
18.2
61.6
20.3
75.2

76,63032,560384,486
95,700
0.2
0.61
1.0

4,225,134
4,473,380
1.10
1.67
0.4

0.74
75.1
9.7
14.9
0.4

0.73
77.3
11.4
11.1
0.2

92.6
4.9

85.2
8.7

62.5
11.1

74.6
16.4

8.5

739.8

63.0

76.3

C ount ry Profi leNorway5.2 Structure of Road Safety Management
Table 20: Road Safety Management Structure
Key Functions

Formulation of nationalroad safety strategy

Monitoring of the roadsafety development
Improvements in roadinfrastructure
Improvement invehiclesImprovement in roaduser education
Publicity campaigns
Enforcement of traffic
laws

Other relevant actors

Source: National sources-

Key Actors
Ministry of Transport and Communications
Norwegian National Public Road Administration
NHO Transport
Norwegian Haulier’s Association
Norwegian Transport Workers’ Union
Union of Norwegian Transport Employees
Norwegian Association of Local and Regional Authorities
Ministry of Transport and Communications
Norwegian National Public Road Administration
Norwegian Association of Local and Regional Authorities
Norwegian National Public Road Administration
Accident Investigation Board Norway (AIBN)
Norwegian National Public Road Administration
Police Department
The Norwegian Council for Road Safety
Norwegian Directorate of Education and Training
Norwegian National Public Road Administration
Norwegian National Public Road Administration
Police Department
County Governor
Norwegian Directorate of Health
Norwegian Driving School Association
Finance Norway (FNO)Royal Norwegian Automobile Club (KNA)
Norwegian Abstaining Motorists Association (MA)No to Head-on collisions (NtFk)
Norwegian Automobile Federation (NAF)
Norwegian Cycling Federation (NCF)20

C ount ry Profi leNorway5.3 Self-declared behaviour & Attitudes
For Norway, there are no data available on self-declared behaviour andattitudes in ESRA 3 project.

21C ount ry Profi leNorway6. 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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C ount ry Profi leNorwayEuropean 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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C ount ry Profi leNorway2018/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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C ount ry Profi leNorwayWednesday 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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