*Country Profile

PolandROAD 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 Poland. 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 lePolandContents
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 lePoland

1. Highlights
Road Safety Outcomes• In 2021, 2,245 people were killed and 8,276 people wereseriously injured in road crashes in Poland.
• Poland ranks as the country with the 5th highest number offatalities per million inhabitants in the EU.
• Compared to the EU average, the distribution of fatalities in
Poland shows a relatively high proportion of pedestrians andmales aged between 25-49 years old.
• Over the period 2012-2021, traffic related fatalities in Poland
showed a larger decrease when compared to the EU as a whole.
Road Safety Performance Indicators• The use rates of seat-belts and child restraint systems (CRS) arehigher in Poland than the respective EU rates.
• Self-reported drink-driving is much lower than the EU average.
• The Polish passenger car fleet is much older than the EU average.
Road Safety Policy Measures & Country Characteristics• The maximum speed on motorways is 140 km/h, which is thehighest in the EU (except for Germany that has no speed limit).
• The general alcohol limit in Poland is lower than in the majorityof the EU countries.
• Poland has a higher road network density than the EU average.

4

C ount ry Profi lePoland

2. Road Safety Outcomes
2.1 Road Safety Trends
In Poland, 2,245 people were killed and 8,276 people were seriously
injured in road crashes in 2021 a. Over the period 2012-2021, thenumber of fatalities in Poland decreased by 37%, which is higher than
the average decrease across the EU as a whole (25%). The number ofserious injuries also showed a significant decrease over the same period(31%).
In terms of mortality rates, 59 road fatalities per million inhabitants
were recorded in 2021, which is substantially higher than the EU
average of 45. The mortality rate shows a general declining trend overthe 2012-2021 period.
Table 1. Number of fatalities and serious injuries, 2012 and 2021
Fatalities
Serious Injuries

2012
3,571
12,049

2021
2,245
8,276

Trend
-37%
-31%

EU trend-25%-

Figure 1. Mortality rate development, 2012 – 2021

Fatalities per million
inhabitants

100
90
80
70
60
50
40
30
20
10
0

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
European Union

Polanda

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 lePolandSerious 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
Poland

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

Fatalities per million
inhabitants

100
90
80
70
60
50

59

EU = 45

40
30
20
10
0

Taking into account the number of vehicles, Poland still performs worse
compared to the EU average. The rate of 0.70 fatalities per 10,000
registered vehicles in Poland is higher than the EU average.

6

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

0.70

EU = 0.63
0.50
0.00

2.3 Transport Mode
In 2021 b, passenger car occupants accounted for almost half of roadtraffic fatalities in Poland. This percentage is higher than that observedin the EU as a whole (45%). Powered two-wheelers on the other handaccount for only 12% of road fatalities, which is well below the EU
proportion (19%).
Over the period 2012-2021, there has been a decrease in road fatalities
and serious injuries in Poland for all transport modes. The highest
decrease was recorded for killed and seriously injured pedestrians(54% and 50% respectively).
Of those vulnerable road users (VRUs: pedestrians, cyclists andpowered two-wheelers) that were fatally injured in Poland in crashes
involving either passenger cars or buses/coaches or lorries and heavy
goods vehicles, 76% were involved in crashes with passenger cars, and
22% were involved in a crash with a lorry or heavy goods vehicle. Over
time Poland showed a more substantial decrease of fatalities in thesetypes of crashes than the EU.
Also, the number of fatalities in single vehicle crashes decreased morethan in the EU as a whole.

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 lePolandTable 2: Number of fatalities by transport mode, 2012 and 2021
2012
18
1,615
300
/
/
34
1,157
343
3,571

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

2021
11
1,094
185
34
94
31
527
269
2,245

Trend
-39%
-32%
-38%
-9%
-54%
-22%
-37%

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

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

European Union

6%

45%

Poland

49%
0%

10%

20%

30%

40%

19%

18%

3%

23%

1%

9%

6%

12%

8%

50%

60%

70%

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
236
5,349
1,205
/
/
135
3,316
1,490
12,049

8

2021
173
3,555
1,108
89
232
221
1,672
1,226
8,276

Trend
-27%
-34%
-8%
+64%
-50%
-18%
-31%

C ount ry Profi lePolandTable 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

46

16

-65%

-47%

1,258

639

-49%

-29%

270

188

-30%

-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
8
471
10
9
25
18
86
627

4
711
12
/
/
20
123
906

Trend
-34%
-17%
-10%
-30%
-30%

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

2.4 Age and Gender
The distribution of road fatalities across age groups in Poland is similar
to that of the EU, with a higher share of fatalities aged between 25 to49 years old. Over the 2012-2021 period, the number of fatalities andserious injuries decreased for all age groups.
Figure 6. Distribution of road fatalities by age and gender, 2021

FemaleEuropean Union

6% 10%

23%

Poland

7% 9%

27%

0%
<18

20%
18-24

20%

40%

19%
40%

25-49

50-64

9

60%
65+

37%
80%
Unknown100%

C ount ry Profi lePolandMale
European Union

4% 13%

Poland

3% 13%
0%
<18

36%

23%

46%
20%

18-24

22%

40%
25-49

24% 1%

60%

50-64

65+

80%

16%
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

69
109
227
169
271
0
845

37
48
145
102
198
0
530

-46%
-56%
-36%
-40%
-27%
-37%

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

108
476
1,100
654
382
5
2,725

45
227
779
382
277
2
1,712

-58%
-52%
-29%
-42%
-27%
-37%

-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

602
671
1,452
906
891
2
4,524

293
367
1,069
663
729
0
3,121

-51%
-45%
-26%
-27%
-18%
-31%

10

C ount ry Profi lePoland

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

799
1,520
3,159
1,370
666
5
7,519

460
727
2,430
905
622
2
5,146

-42%
-52%
-23%
-34%
-7%
-32%

2.5 Area and Road TypeThe majority of road fatalities in Poland occurred on rural roads (58%).
The percentage of fatalities that occurred on motorways in Poland ismuch lower than the EU average (9%) but that is to be expected as theshare of motorways as a proportion of the length of the total road
network is substantially less than the EU. Over the 2012-2021 period,
the number of fatalities and serious injuries decreased on all road types
in Poland, except motorways.
Table 8: Number of fatalities by road type, 2012 and 2021
2012
44
1,875
1,652
0
3,571

Motorway
Rural
Urban
Unknown
Total

2021
74
1,299
872
0
2,245

Trend
68%
-31%
-47%
-37%

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

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

European
Union

9%

53%

Poland 3%
0%

39%

58%
10%

20%

30%

39%
40%

50%

60%

Motorway

Rural

Urban

11

70%

80%

90%

100%

C ount ry Profi lePolandTable 9: Number of serious injuries by road type, 2012 and 2021
Motorway
Rural
Urban

2012
90
3,733
8,226

2021
139
2,752
5,385

Trend
+54%
-26%
-35%

Unknown

00-

12,049

8,276

-31%

Total

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

European
Union

28%

Poland

3%

31%

0%

20%

20%

2%

13%

14%

10%

40%

3%

33%

40%

60%

2%

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. Over the period 2012-2021, Poland showed a morefavourable downward trend regarding night-time fatalities especially atweekends.
Table 10: Number of fatalities by time period, 2012 and 2021

Weekend - Daytime

2012
1,986
301
843

2021
1,308
193
551

Trend
-34%
-36%
-35%

EU trend
-21%
-30%
-25%

Weekend - Night-time

441

193

-56%

-39%

0
3,571

0
2,245

-37%

-75%
-25%

Working week - Daytime
Working week- Night-time

UnknownTotal

12C ount ry Profi lePolandFigure 9. Distribution of road fatalities by time period, 2021

European
Union

59%

8%

23%

10%

Poland

58%

9%

24%

9%

0%

20%
40%
Working week - Daytime
Weekend - Daytime

60%
80%
Working week- Night-time
Weekend - Night-time100%

2.7 Lighting and Weather Conditions
According to the distribution of fatalities by lighting and weather
conditions, the majority of fatalities both in Poland and in the EU
occurred during daylight and under dry weather conditions. During
darkness and under dry weather conditions, road crash fatalities
decreased much 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

1,832
321
1,418

1,330
177
738

-27%
-45%
-48%

-17%
-25%
-33%

2,782
356
219

1,434
312
499

-48%
-12%
+128%

-24%
-28%
-25%

13

C ount ry Profi lePoland

3. Safety Performance Indicators
3.1 Road User Behaviour
Table 12: Road Safety Performance Indicators, 2022 or latest available
year
PolandSpeeding% of passenger cars travelling within speed limits1
Motorways
54.0

EU

c

-

Rural Roads

51.9

-

Urban Roads

20.5

-

Front

95.6

93.3

Rear

88.2

75.5

93.1

67.0

PTW driver

99.5

97.0

PTW passenger

100.0

94.4

CyclistDUI of Alcohol3(self-reported)

20.9

37.8

4.2

11.8

95.0

94.8

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

Child restraint systems
Helmet use rates (%)

1% car drivers have driven at least oncein the last 30 days over the legal limit
Driver Distraction1% of drivers not using hand-heldmobile 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).
c

14

C ount ry Profi lePoland3.2 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

Poland

EU

/

83.6

14.3

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

Poland
69.4
4.9
1.4
/

Source: ETSC (2022)

15

EU
139.7
5.7
4.4
1.9

C ount ry Profi lePoland

4. Road Safety Policy and Measures
4.1 National Road Safety Strategy
Table 15: National road safety strategy and targets
Timeframe
Lead Authority
Targets

Poland2021-2030
National Road Safety Council-50% for all fatalities (not exceed 1,455 in total): 397 deathsof pedestrians, 129 cyclists, 191 moped users andmotorcyclists, 133 victims in alcohol-related crashes-50% for all serious injuries (not exceed 5,317 victims in
Serious injuries
total): 1,237 pedestrians, 686 cyclists, 758 moped users andmotorcyclists, 442 victims in alcohol-related crashes
Baseline Year
2019
SPIs
Yes, for the 8 KPIs
https://www.krbrd.gov.pl/en/brd-programs/brd-nationalLink
program/
Source: national sources
Fatalities

4.2 Traffic Laws and Regulations
National road safety legislation in Poland generally reflects the situationin the majority of EU countries with some exceptions. The maximum
speed on motorways is 140 km/h, which is higher than in mostcountries. The legislation regarding drink driving is somewhat stricter
than in most European countries: the general alcohol limit in Poland is
0.2 g/l while in the majority of EU countries the limit for the general
population 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

PolandMost common in EU

50
90
140

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

Yes
Yes

16

Yes: 27/27
Yes: 27/27

C ount ry Profi lePolandRear Passenger
Child restraint systems

PolandYes

CRS required

Up to 150cm

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
Yes: 27/27
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 10 years
Not restricted: 9/27,
oldAllowed from 14 years: 6/27
Max. speed limit (km/h)
20
25: 18/27
Helmet requiredNo
Not required: 12/27
Yes (if there is no
Allowed on road lanes
Yes: 18/27
bicycle path)
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

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

Novice Drivers
Accompanied driving

No

Probation period for novice
drivers
Renewal procedure
Renewal procedure(compulsory)
Renewal interval-

Yes
Every 15yrs

Medical requirements
Source: National sources

Yes

17

17 years: 13/27,
No: 7/27
2 years: 7/27,
3 years: 5/27
Yes: 26/27
Εvery 10years: 13/27,
Εvery 15years: 9/27
Yes: 22/27

C ount ry Profi lePoland

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

Partial18

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

Yes

Yes:26/27

Yes

Yes:25/27

Yes

Yes:20/27

Yes

Yes:23/27

Yes

Yes: 21/27

C ount ry Profi lePoland

5. Structure and Culture
5.1 Country Characteristics
The population density in Poland is above the EU average. Its GDP per
capita is below that of the European Union.
Table 19: Country Characteristics, 2021
PolandDemographics
Population (inhabitants)
37,840,001
2
Population density (inh./km )123.4% children (0-17)
18.3% adults (18-64)
63.0% elderly (65+)
18.7% of urban population
59.9
2
Economic Data
GDP per capita (euro)
15,100Infrastructure1
Country Area (km2)
311,928
Road network length (km)431,577
Road density (km/km2)
1.4% of motorways
0.41% GDP spent to road infrastructure3
0.5
1Vehicle Fleet
Vehicles per population
0.88% of passenger cars
77.7
% of motorcycles
9.5% of HGVs
12.4% of buses
0.4
1
Exposure
Modal split of passenger transport onland (passenger-km in %):- Passenger cars
85.3
- Bus/coach/Metro/Tram
8.8
Modal split of freight transport on land
(tonne-km in %):- Road72.5- Rail20.8
Environment1
CO2 emissions from road transport
66.5(million tonnes)
Share of road transport emissions in
94.4
total transport emissions (%)
Sources: 1EC (2023b), 2Eurostat, 3OECD (2023)

EU

2

19

447,000,548
109.0
18.2
61.6
20.3
75.2
32,5604,225,134
4,473,380
1.10
1.67
0.4
0.73
77.3
11.4
11.1
0.2

85.2
8.7

74.6
16.4
739.8
76.3

C ount ry Profi lePoland

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

Key Actors

Formulation of nationalroad safety strategy-

National Road Safety Council (KRBRD)

Monitoring of the roadsafety development-

National Road Safety Council (KRBRD)-

Ministry of Infrastructure (MIi)General Directorate for National Roads and Motorways(GDDKiA)

Improvement invehicles-Ministry of Infrastructure (MIi)Improvement in roaduser education-

National Road Safety Council (KRBRD)
Provincial Traffic Centres (WORD)
Ministry of National Education

Publicity campaigns-

National Road Safety Council (KRBRD)

Enforcement of traffic
laws-

PoliceGeneral Road Transport Inspectorate-

Local governments
Ministry of Health (which is not part of KRBRD)
Police Motor Union
Technical universities and research institutes,
especially Motor
Transport Institute - Polish Road Safety Observatory,
Road andBridge Research Institute, Technical University ofGdańsk,Technical University of Kraków, Technical University of
Warsaw
Directorate General of National Roads and Motorways
Polish Police Headquarters

Improvements in roadinfrastructure

Other relevant actors-

Source: National sources20

C ount ry Profi lePoland

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

PolandEU Average

5.1

17.0

1/18

55.7

55.7

10/18

17.8

17.2

9/18

13.6
35.6

16.8
34.4

13/18
10/18

8.5

15.0

16/18

77.3

76.6

8/18

27.6

38.3

15/18

47.6

60.1

16/18

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)

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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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C ount ry Profi lePolandEuropean 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 19 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 lePoland2018/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 lePolandWednesday 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 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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