Road Safety Country Profiles
Belgium 2023

Overview
Belgium recorded 540 road fatalities in 2022, a 12.8% decrease compared to the 2017-19 average.
Belgium's federal road safety plan, the Plan Fédéral de Sécurité Routière 2021-25, is based on
Vision Zero and established 32 measures to be implemented by 2025.
Quick facts: Belgium (all data from 2022, unless otherwise stated)
Population

11.7 million

GDP per capita

USD 49 804

Road network

154 575 km (2015)

Total numberof motor
vehiclesSpeed limits

Limits on blood
alcohol content

7.8 million
Cars

Motorcycles

Goods vehicles

Buses

76%

7%

12%

0.2%

Urban roads

Rural roads

Motorways

30-50 km/h

70-90 km/h

120 km/h

20 km/h for the "living
streets" regime
General drivers

Professional drivers

0.5 grams/litre (g/l)

0.2 g/l370
Road fatalities

Pedestrians

Cyclists

Car occupants

Motorised twowheelers

Other
and
unknown

13%

12%

49%

15%

9%

Road fatalities
per 100 000
population

4.1

Road fatalities
per 10 000
vehicles0.5

Cost of roadcrashes

2.8% of GDP (2021)

Short-term trends
Mobility and road safety in Belgium were significantly impacted by the Covid-19 pandemic that
hit the world in 2020. Figure 1 illustrates the number of road deaths in 2020, 2021 and 2022
compared to the linear trend before the pandemic. It shows that road death figures for 2020 and
2021 were below the trend.

Due to the impact of the Covid-19 pandemic on mobility and road crashes, the data for 2020 and
2021 represent a poor reference point for benchmarking. Therefore, for short-term trends, thisreport compares data for 2022 and 2021 with the average for 2017-19.
In 2022, Belgium recorded 540 road deaths, a 4.7% increase compared to 2021. However, in 2022,
road deaths decreased by 12.8 % compared to the average in 2017-19.
Table 1. Road fatalities in Belgium, 2017-2022
2017

2018

2019

Average2017-19

2020

2021

2022

2022 compared withaverage 2017-19

January

44

35

44

41

37

37

38

-7.3%

February

45

36

50

44

54

36

47

7.6%

March

49

40

54

48

39

28

49

2.8%

April

48

45

56

50

26

38

50

0.7%

May

50

49

55

51

41

41

44

-14.3%

June

53

45

60

53

39

50

61

15.8%

July

52

79

69

67

35

49

49

-26.5%

August

47

57

57

54

50

41

48

-10.6%

September

58

57

47

54

76

57

35

-35.2%

October

63

52

47

54

37

39

44

-18.5%

November

60

55

52

56

32

52

34

-38.9%

December

40

54

53

49

33

48

41

-16.3%

Total

609

604

644

619

499

516

540

-12.8%In 2022, the number of cyclists killed increased by 16.9% compared to the average 2017-19, while
the number of car occupants, users of powered two-wheelers and pedestrians killed decreased
respectively by 25.6%, 18.8 % and 4.5%. Road deaths strongly decreased (-38.5%) among young
people aged 0-14 compared to the 2017-19 average (Figure 2).
In 2022, Belgium had a mortality rate of 4.6 road deaths per 100 000 population. The fatality risk
was 0.7 road deaths per 10 000 registered vehicles (Figures 3, 4 and 5).
People aged above 75 are the most at risk in road traffic, with a mortality rate of 8.0 deaths per
100 000 population. The second group at the most risk is the younger population aged 21-24(Figure 7).

Figure 1. Road fatalities in Belgium in 2020, 2021 and 2022 compared to the linear trend
since 2012

800

700

600
540
499

500
2012

2013

2014

2015

2016

2017

Road deaths

2018

2019

516

2020

2021

2022

Trends 2012-2022

Figure 2. Evolution of road fatalities in Belgium by user category, age group and roadtype, 2022 compared to the average 2017-19
20

0

-20

User category

Age group
Total number of road deaths

Road type

Motorw ays

Rural roads

Urban roads

75+

65-74

25-64

21-24

18-20

15-17

0-14

PTW

Passenger cars

Cyclists

Pedestrians

-40

0

Iceland

Colombia

Chile

Costa Rica*

SerbiaArgentina

United States*

Hungary

New Zealand

Korea

IsraelGreece*1Belgium

Luxembourg

Canada*FrancePoland*Czechia

Lithuania

Netherlands

Italy

Australia

Slovenia

Austria

Germany

Spain

Denmark

United Kingdom

Finland

Sw itzerland

Japan

Sw edenColombia

Costa Rica

United States

Chile

Argentina

SerbiaNew Zealand

GreecePortugal

Luxembourg

Hungary

Italy

Korea

PolandCzechia

FranceCanadaBelgium

Lithuania

Australia

Netherlands

Austria

Slovenia

Spain

IsraelFinlandGermany

Ireland

Sw itzerland

United Kingdom

DenmarkJapan

Iceland

Sw edenNorw ay0

Norw ay

Figure 3. Road fatalities per 100 000 inhabitants in Belgium compared to other IRTAD
countries, 2022
16

12

8

4
4.6

Figure 4. Road fatalities per 10 000 registered vehicles in Belgium compared to other
IRTAD countries, 2022

5

4

3

2

0.7

Note: in Belgium, Denmark, Germany and Hungary, registered vehicles do not include mopeds. * 2021 data.

Figure 5. Road fatalities in Belgium by user category, 2022

Others incl. unknow n 10%
Pedestrians 15%

Cyclists 18%
Passenger car occupants 40%
Moped riders 4%
Motorcyclists 12%

Figure 6. Road fatalities in Belgium by road type, 2022

Motorw ays 16%

Urban roads 37%

Rural roads 48%

Figure 7. Road fatality rate in Belgium by user category and age group, 2022
Rate per 100 000 population in the same age group
8

6

4

2

0

0-14

15-17

18-20

21-24

25-64

65-74

Pedestrians

Moped riders

Passenger car occupants

Cyclists

Motorcyclists

Other users incl. unknow n

75+

Road safety data 2012-22
Between 2012 and 2022, road deaths decreased by 34.7%. During the same period, registeredvehicles increased by 12.7% (Table 2 and Figure 8).
The number of road deaths decreased for motorcyclists (-33.3%), car occupants (-46.5%) andpedestrians (-28.4%) and increased by 17.9% for cyclists and by 11.8% for moped riders (Table 2
and Figure 9).
The number of road deaths decreased for all age categories. Older people experienced the lowest
reduction: -28.2% for 65-74 and -28.4% for 75 and above. Children below 14 recorded a significant
decrease of 65.2% (Figure 9).
Road mortality decreased on all road types, with the strongest decrease on rural roads (-31.6%).
Road deaths decreased by 15.2% on urban roads (Figure 9).

Table 2. Crash, casualty and traffic data in Belgium, 2012-22
2012

2020

2021

Evolution
2012-222022

Reported safety data
Fatalities

827

499

516

540

-34.7%

Injury crashes

44 25930 25134 66037 643-14.9%

Injured persons hospitalised

4 736

2 978

3 119

3 400

-28.2%

Deaths per 100 000 population

7.5

4.3

4.5

4.6

-37.7%

Deaths per 10 000 registered vehicles

1.2

0.7

0.7

0.7

-42.0%

Pedestrians

116

65

75

83

-28.4%

Cyclists

84

85

83

99

17.9%

Moped riders

17

15

17

19

11.8%

Motorcyclists

99

78

62

66

-33.3%

Passenger car occupants

404

221

215

216

-46.5%

Other road users

107

34

60

53

-50.5%

0-14 years

23

5

18

8

-65.2%

15-17 years

19

10

7

8

-57.9%

18-20 years

52

23

30

25

-51.9%

21-24 years

80

38

32

38

-52.5%

25-64 years

448

298

270

308

-31.3%

65-74 years

78

48

62

56

-28.2%≥ 75 years

116

70

83

83

-28.4%

Urban roads

231

180

179

196

-15.2%

Rural roads

373

230

251

255

-31.6%

Motorways

108

85

78

84

-22.2%

6 921

7 651

7 751

7 797

12.7%

827

499

516

540

-34.7%

Fatalities by road user

Fatalities by age group

Fatalities by road type

Traffic data
Registered vehicles (thousands)
Registered vehicles per 1 000 population

Figure 8. Evolution of road fatalities, motorisation and GDP in Belgium, 2012-22
Index 2012 = 100

100

80

60
2012

2013

2014

2015

Fatalities

2016

2017

2018

Injury crashes

2019

Motor vehicles

2020

2021

2022

GDP

Figure 9. Evolution of road fatalities in Belgium by user category, age group and roadtype, 2012-2022
25

0

-25

-50

User category

Age group
Total number of road deaths

Road type

Motorw ays

Rural roads

Urban roads

75+

65-74

25-64

21-24

18-20

15-17

0-14

PTW

Passenger cars

Cyclists

Pedestrians-75

Safety performance indicators
Speed
Speed, especially inappropriate speed, is one of the leading causes of crashes in Belgium.
Default speed limits are not the same all over Belgium, but they change at regional borders.
Flanders lowered the general speed limit outside built-up areas from 90 to 70 km/h on 1 January
2017. However, most roads were already limited to 70 km/h. Moreover, as of 2017, local decision
makers needed to justify a speed higher than 70 km/h, whereas previously, they were required
to give reasons for not allowing 90 km/h as the limit. Since 1 January 2021, the default speed limit
in Brussels has been 30 km/h within built-up areas and 70 km/h outside built-up areas. In some
Belgian cities, there is the "living streets" regime, where the speed limit is 20 km/h.
Table 3 summarises the main speed limits for passenger cars in Belgium.
Table 3. Passenger car speed limits by road type in Belgium, 2023
General speed limit
Urban roads

30-50 km/h

Rural roads

70-90 km/h

Motorways

120 km/hComments
20 km/h for the "living
streets" regime

Drink driving
Driving under the influence of alcohol is another major cause of road crashes in Belgium, as inmost IRTAD countries. In 2021, 1.6% of car drivers tested had a blood alcohol level above the legal

limit, slightly lower than in 2018 (1.9%). Alcohol-related crashes decreased from 4 511 in 2012 to 4 091
in 2022.
The maximum authorised BAC is 0.5 g/l. The limit for professional drivers has been 0.2 g/l since
January 2015.
An alcohol-related crash is defined as a crash involving a road user (including a pedestrian) who
was subjected to a test and either refused to be tested or had a BAC of 0.5 g/l or higher.

Drugs and driving
In Belgium, the legislation sets limits for driving under the influence of drugs: cannabis – THC of
1 ng/ml; amphetamines – 25 ng/ml; MDMA or ecstasy – 25 ng/ml; morphine – 10 ng/ml); andcocaine – 25 ng/ml). Drivers suspected of being impaired are tested for drugs. They can also be
tested if the driver transports drugs, admits having taken drugs or is involved in a crash. In
December 2015, a new executive decree under the road traffic law went into force. It offers
additional tools and quicker ways to determine psychoactive substances in saliva.
The drug related offences increased from 5 117 in 2014 to 12 104 in 2022.

Use of mobile phones while driving
An increasing problem for traffic safety in Belgium is distraction, for instance, through the use ofmobile phones while driving. The use of hand-held phones while driving is forbidden. The use ofhands-free devices while driving is authorised.
According to the Baseline project, 2.6% of car drivers, 5.3% of light goods vehicle drivers and 0.7%
of bus drivers use a mobile device.

Fatigue
The share of sleepiness and fatigue is an important factor in crashes, but it is especiallychallenging to detect. Study results showed that in 2017, 5.1% of car journeys in Belgium involved
a driver showing signs of sleepiness. The analysis of contextual variables shows that various
circumstances result in a considerably higher prevalence than the overall estimate of 5.1%.

Seat belt and helmet use
Seat belt use has been compulsory in front seats since 1975 and in rear seats since 1991. Children
must be protected by a child restraint device appropriate for their size and weight. In 2022, theseat belt use rate was 95% for drivers and 92% for front-seat passengers. For rear seatpassengers, it was, however, 79%, a reduction from 2018 levels (86%).
For motorcyclists, helmet wearing is the most effective passive safety habit. All riders of powered
two-wheelers are required to wear helmets. Motorcyclists (>50cc) must also wear gloves, bootsthat protect the ankles, long-sleeved jackets and long trousers. The helmet wearing rate of
powered two-wheeler riders is not systematically monitored throughout the country. In Belgium,the observed rate was 99.3% in 2013. In 2022, this increased to 100%.
Table 4. Seat belt and helmet wearing rates in Belgium
Percentages
2010

2018

2022

Driver

86

95

94

Passenger

86

96

92

Urban roads (driver)

84

95

92

Rural roads (driver)

87

96

95

Motorways (driver)

90

96

96

General

..

86

79

Mopeds..

..

99

Motorcycles

..

..

100

Front seats

Rear seats

HelmetCost of road crashes
A joint research project for Belgium, France, Germany, and the Netherlands estimated the valueof a statistical life in road traffic crashes using a common methodology. In 2020, the total cost ofroad crashes was estimated at EUR 13 billion (2.9% of GDP).
Table 5. Cost of road crashes in Belgium, 2020
Unit Cost (EUR)

Total cost (EUR)

Fatalities

6 810 601

4.4 billion

Seriously injured

1 032 815

3.7 billion

Slight injuries

75 481

3.2 billion

Property damage costs

5 051

1.7 billion

Total

..

13 billion

Total as % of GDP

..

2.9 %

Road safety management and strategy
Evolution of road safety
Between 1990 and 2020, the number of fatalities decreased by 75%. The most significant share ofthese improvements fell in the period following 2000. Around the turn of the millennium, roadsafety became an issue of great public interest in Belgium.
While the number of fatalities had been stagnating or had even increased in the late 1990s, thisnumber has steadily declined since 2001, the year in which the first national assembly on roadsafety (Etats Généraux de la Sécurité Routière/Staten-Generaal van de Verkeersveiligheid)
initiated many improvements in infrastructure, enforcement and education.
The most important measures that have contributed to the decline of mortality in Belgium are:•a reduction of the speed limit on many rural roads;•

stricter control of speed limits;•black-spot treatment and adjustment of the infrastructure;•

improved safety systems in cars and trucks;•

better road safety awareness through campaigns and educational measures.

Governance of road safety
As Belgium is a federal country, several public authorities and agencies are responsible for roadsafety policies. The Federal Commission mainly has a co-ordinating and monitoring role. The
General Assembly of Road Safety is organised by the Federal Minister, responsible for mobility
and road safety.

Since 2015, several public responsibilities about road safety shifted from the federal to theregional government. At a federal level, responsibility for traffic regulation (although speed limits
on regional roads are a regional matter), vehicle safety regulation, licencing (although driver
training is now a regional matter), and most of the enforcement chain has been kept. All otherroad safety matters (infrastructure, education, campaigns, training, local police controls) are now
determined at the regional level.
For the Flemish region, the regional government has set up Road Safety Flanders (VHV [Vlaams
Huis voor de Verkeersveiligheid]) to better align and co-ordinate all road safety actions. This
structure is currently under review to optimise the working process.
For Wallonia, the Walloon Council for Road Safety (CSWSR [Conseil Supérieur Wallon de la Sécurité
Routière]) has taken over this responsibility under the leadership of the Walloon Agency for Road
Safety (AWSR [Agence Wallonne pour la Sécurité routière]).
For the Brussels region, road safety is the responsibility of Brussels Mobility.

Road safety strategy
The current national road safety strategy was released in 2011 and was updated at the General
Road Safety Assembly in 2015. Because there was no government for more than one-and-a-halfyears due to problems forming a coalition, the General Road Safety Assembly that had been
foreseen for 2020 eventually took place in November 2021. The federal government thenlaunched a new road safety action plan, with 32 measures to be implemented by 2025. Moreover,during the General Assembly, the federal and regional governments announced a new interfederal road safety plan, "All for zero", which is a commitment to more robust co-operation
between the different authorities. The federal and inter-federal plans support the Safe Systemapproach and aim to reach zero deaths by 2050. The goal of achieving a 50% decrease in fatalities
between 2001 and 2011 and 2011-20 was renewed for 2019-2030 and extended to serious injuries(MAIS3+).
Other targets are:•-90% of seriously injured by 2050;•-50% of risky behaviour;•

each driver every three years to be checked by the police.

The former target (-50% between 2011 and 2020) implied that in 2020, there should be no morethan 420 fatalities. Eventually, there were 483 fatalities in 2020.
The new Road Safety Plan Flanders was published in 2021. It includes short-term (2025), mediumterm (2030) and long-term (2050) targets related to fatalities, serious injuries, the number ofcrashes, and, in particular, the number of seriously injured among pedestrians, cyclists, andyoung car drivers. Next to output targets, it also contains targets in terms of actions to be taken.
In Wallonia, a regional general assembly was organised in December 2020, and a new road safety
plan was presented, with the objective of less than 200 road deaths in Wallonia in 2020 (compared
to 300 road deaths in 2016), less than 100 in 2030 and zero in 2050. Several measures wereproposed, including the multiplication of zones where speed limits are limited to 20 or 30 km/h
in cities.

Latest road safety measures
The reform of the highway code concerning personal light electric vehicles (PLEV, up to 25 km/h)
has been decided by the federal and regional governments jointly and applied in 2022. The
vehicles it refers to include mini-e-scooters, monowheels, segways, and others. Usage is bannedon the sidewalks and for persons under 16. An exception will be made for people with reduced
mobility. In a pedestrian zone, a sign will indicate whether or not an electric scooter can be used.
If so, it will be at a walking pace. Parking will be restricted to dedicated areas, and using a vehicle
by more than one person simultaneously will be prohibited. Fines for infractions vary between
EUR 58 and 116. Wearing a helmet will not become mandatory.
To counter minor infractions without too much administration, communes can apply a local
sanction (a fee, max EURO 350, or a task) without involving justice. This system has been extended
to traffic fines in September 2022, granting more flexibility and heterogeneity in applying
penalties.
Some traffic offences have been raised in "degree":•

The use of mobile phones while driving will be reformed (March 2022). The offence will
be raised from the second to the third degree, i.e. a fine from EUR 116 to EUR 174.
Moreover, traffic legislation will allow automatised detection of this behaviour.

•Entering a level crossing while traffic is congested from first to second degree (August2021).

•

Entering roads forbidden for goods vehicles from first to third degree (July 2021).

The Walloon region introduced a 30 km/h speed limit on cycle paths within built-up areas.
As of January 2021, the default speed limit for the Brussels region is 30 km/h.
Since October 2020, vehicles in a traffic jam on motorways have had to leave some space between
them to form a rescue lane that can be used by priority vehicles.
For Flanders, as part of the coronavirus recovery plan, an extra budget is available to create safe
cycling infrastructure, safe school environments, and safe school routes get additional focus.
Other priorities are black-spot treatment and section controls for speed enforcement. A newassessment framework to support road authorities in determining the maximum speed in urban
areas has been published. Proactive conflict detection and analysis and specific infrastructureelements are implemented in special testing grounds.

Research and resources
Publications
Schoeters, A., Large, M., Koning, M., Carnis, L., Daniels, S., Mignot, D., Urmeew, R., Wijnen, W.,
Bijleveld, F., van der Horst, M. (2022), Monetary valuation of the prevention of road fatalities andserious road injuries – Results of the VALOR project,https://vias.be/publications/Wat%20is%20de%20monetaire%20waardering%20van%20het%20v
oorkomen%20van%20verkeersdoden%20en%20ernstig%20verkeersgewonden/Monetary%20val
uation%20of%20the%20prevention.pdf
Delhaye, A., Boets, S., Espié, S. & Teuchies, M. (2020), Effets de l’Affichage Tête Haute intégré dansle casque. Etude sectorielle et Étude-pilote sur simulateur moto, Bruxelles, Belgique : Institut Vias
– Centre de Connaissance de Sécurité Routière,
https://vias.be/publications/Effecten%20van%20in%20de%20helm%20ge%C3%AFntegreerde%20schermen/Effets%20sur%20la%20conduite%20moto%20de%20l'Affichage%20T%C3%AAte%20
Haute%20int%C3%A9gr%C3%A9%20dans%20le%20casque.pdf

Websites
Vias Institute: https://www.vias.be/en/
Dashboard Victims of road traffic crashes in Belgium: https://www.vias-roadsafety.be/en/
Road safety barometers: https://www.vias.be/en/research/road-safety-monitoringsurvey/
Conseil supérieur wallon de la sécurité routière: http://www.cswsr.be/
Agence wallonne pour la Sécurité routière: http://www.awsr.be/
Instituut voor Mobiliteit Universiteit Hasselt: https://www.uhasselt.be/IMOB-EN
Vlaamsestichtinghttps://www.vsv.be/verkeerskunde(FlemishFoundationfor

Traffic

Knowledge):

Vlaamse overheid – departement MOW: https://www.vlaanderen.be/verkeersveiligheidsplanvlaanderen-2021-2025

Definition, methodology, data collection
Term

Definition

Road death

A person who dies immediately or within 30 days of the crash.

Person seriously injured

A person who stays for treatment for more than 24 hours in a hospitalfollowing a crash, as reported by police. The differentiation between aslightly and seriously injured person is unreliable, as police determine this
distinction at the crash scene. Most Belgian reports, therefore, treat slightly
and seriously injured jointly.

Person slightly injured

A person who claims to need medical treatment, as reported by police. The
differentiation between a slightly and seriously injured person is unreliable,
as police determine this distinction at the crash scene. Most Belgian reports,
therefore, treat slightly and seriously injured jointly.

Road safety data are electronically collected and centralised by the police force. After somevalidation procedures, data are transferred to the National Statistics Office, which makes
corrections and adds the fatalities occurring within 30 days to the database. This latter operation
is done by linking the notification of death (a paper form with basic information), which the
Department of Justice sends to the National Statistical Office.
The number of slightly and seriously injured persons is the most likely to be underreported, as
many crashes – especially those with cyclists – are not reported to the police. The number of
MAIS+ victims is calculated based on hospital discharge data up to 2021. The numbers for 2021
are now published. The calculation method considers the practical guidelines of work package 7of Safetycube.
In 2014, the road safety database in Belgium was modified. The database now contains injury
crashes recorded by the police at the crash scene and those self-reported at a police station. The
quality of the database has also improved thanks to changes in the data processing method,which notably allows for better identification of user types and characteristics of individuals andvehicles. The database is, therefore, more comprehensive. However, it also means that statistics
from 2014 onwards are not fully comparable with those of previous years. In addition, due to theregistration of cases that would not have been registered earlier, there is an increase in thenumber of cases in the "unknown" category. Comparisons with previous years should, therefore,
be made with caution.

About the IRTAD Database
The IRTAD Database includes road safety data, aggregated by country and year from 1970
onwards. It provides an empirical basis for international comparisons and more effective roadsafety policies.
The IRTAD Group validates data for quality before inclusion in the database. At present, thedatabase includes validated data from 35 countries: Argentina, Australia, Austria, Belgium,
Canada, Chile, Colombia, Costa Rica, Czechia, Denmark, Finland, France, Germany, Greece,
Hungary, Iceland, Ireland, Israel, Italy, Japan, Korea, Lithuania, Luxembourg, the Netherlands,
New Zealand, Norway, Poland, Portugal, Serbia, Slovenia, Spain, Sweden, Switzerland, the United
Kingdom and the United States.
The data is provided in a common format based on definitions developed and agreed by the
IRTAD Group. Selected data is available for free; full online access requires IRTAD membership.
Access the IRTAD Database via the OECD statistics portal:
https://stats.oecd.org/Index.aspx?DataSetCode=IRTAD_CASUAL_BY_AGE

About the International Transport ForumThe International Transport Forum (ITF) is an intergovernmental organisation with 66 member
countries that organises global dialogue for better transport. It acts as a think tank for transport
policy and hosts the Annual Summit of transport ministers. The ITF is the only global body thatcovers all transport modes. The ITF is administratively integrated with the OECD, yet politicallyautonomous.
www.itf-oecd.org

About the IRTAD GroupThe International Traffic Safety Data and Analysis (IRTAD) Group is the ITF's permanent working
group for road safety. It brings together road safety experts from national road administrations,road safety research institutes, international organisations, automobile associations, insurancecompanies, car manufacturers, etc. With 80 members and observers from more than 40
countries, the IRTAD Group is a central force in promoting international co-operation on roadcrash data and its analysis.
www.itf-oecd.org/irtad

Disclaimer
The opinions expressed and arguments employed herein do not necessarily reflect the official
views of International Transport Forum member countries. This document and any map included
herein are without prejudice to the status of or sovereignty over any territory, to the delimitationof international frontiers and boundaries and to the name of any territory, city or area.
Data in this country profile have been provided by countries to the database of the International
Traffic Safety Data and Analysis (IRTAD) Group. Where data has not been independently validatedby IRTAD, this is indicated.
Read more country profiles online:
https://www.itf-oecd.org/road-safety-annual-report-2023
Last updated: 23 February 2024

© OECD/ITF 2024

Cite this work as: ITF (2024), "Belgium: Road Safety Country Profile 2023", OECD Publishing, Paris.

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