COMMISSION STAFF WORKING DOCUMENT Monitoring Road Safety Progress in the EU - Netherlands Accompanying the document COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Report on the Implementation of the EU Road Safety Policy Framework at the Mid-Point
Date: 2026-02-13
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: EU investment, Netherlands, accident prevention, common transport policy, innovation, road safety, road transport, transport accident, transport infrastructure, transport statistics

EN 

  EN 

   EUROPEAN COMMISSION  Brussels, 13.2.2026  SWD(2026) 52 final  COMMISSION STAFF WORKING DOCUMENT Monitoring Road Safety Progress in the EU - Netherlands Accompanying the document COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Report on the Implementation of the EU Road Safety Policy Framework at the Mid-Point {COM(2026) 77 final} - {SWD(2026) 33 final} - {SWD(2026) 34 final} - {SWD(2026) 35 final} - {SWD(2026) 36 final} - {SWD(2026) 37 final} - {SWD(2026) 38 final} - {SWD(2026) 39 final} - {SWD(2026) 40 final} - {SWD(2026) 41 final} - {SWD(2026) 42 final} - {SWD(2026) 43 final} - {SWD(2026) 44 final} - {SWD(2026) 45 final} - {SWD(2026) 46 final} - {SWD(2026) 47 final} - {SWD(2026) 48 final} - {SWD(2026) 49 final} - {SWD(2026) 50 final} - {SWD(2026) 51 final} - {SWD(2026) 53 final} - {SWD(2026) 54 final} - {SWD(2026) 55 final} - {SWD(2026) 56 final} - {SWD(2026) 57 final} - {SWD(2026) 58 final} - {SWD(2026) 59 final}  
 
 
Contents 

1. Summary .................................................................................................................... 2 

2. Road Safety Strategy and Measures .......................................................................... 3 

2.1 Road Safety Strategy............................................................................................ 3 

2.2 Road Safety Governance...................................................................................... 3 

2.3 Main Safety Issues ............................................................................................... 4 

2.4 Road Safety Targets ............................................................................................. 4 

2.5 Road Safety Measures.......................................................................................... 4 

3. Road Safety Progress ................................................................................................. 5 

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

3.2 Road Safety Performance Indicators ................................................................... 8 

4. Monitoring Road Safety Strategy Implementation .................................................... 9 

4.1 Implementation Progress ..................................................................................... 9 

4.2 Best Practices ..................................................................................................... 13 

4.3 Gaps ................................................................................................................... 14 

5. Conclusions and Recommendations ........................................................................ 14 

1 

 
 
 
 
 
 
 
1. Summary 

In 2024, the Netherlands was well below the EU average (45) with 32 fatalities per million 
inhabitants. Compared to 2019, fatalities decreased by 3% in 2024 while the number of people 
seriously injured in road crashes, was 7% higher than the respective figure in 2019.  

Compared to the EU average, the distribution of fatalities in the Netherlands in 2023 showed a 
high proportion of cyclists and road users aged more than 65 years old. Also, based on police 
data, over the period 2019-2023, the number of fatalities inside urban areas increased, with 
significant high increases being recorded among pedestrians and cyclists.  

In the Road Safety Strategic Plan (RSSP) 2030 of the Netherlands, the ambition of zero 
casualties by 2050 is reaffirmed. However, no specific intermediate road safety targets for 
2030 have been set. According to a study of SWOV, halving the number of road casualties by 
2030 is likely to be too ambitious, even by taking additional measures. The study suggests that 
while significant reductions are possible, especially concerning serious road injuries, a 50% 
decrease might be difficult to achieve.  

This RSSP2030 sets out the approach on ensuring safer roads, vehicles and behaviour based 
on the risk-driven approach, meaning focusing on the highest road safety risks and managing 
those  risks  in  the  most  effective  way.  The  RSSP  2030  does  not  contain  concrete  policy 
measures,  however,  there  is  a  concrete  agreement  to  make  arrangements  with  fellow 
governments.  Specific  policy  measures  are 
the  national  and  regional 
implementation plans. The second national action plan for the period 2022-2025, which is 
discussed in this chapter, includes 43 measures, divided over five road safety themes and 15 
action lines. 

included 

in 

The national government set out the RSSP2030 in the first action plan covering the period 
2019-2021. The 55 measures of this plan have almost all been completed.  

Regarding the implementation of the road safety actions foreseen in the second national road 
safety  action  plan  of  the  period  2022-2025,  progress  has  been  made  in most  road  safety 
areas. Based on the self-reported assessment, out of the 20 road safety areas examined, the 
implementation of measures in 15 areas is well progressed, in 2 areas it has been completed, 
while for the remaining 3 areas the implementation has been delayed. It is noted that in 13 out 
of 20 examined road safety areas of all pillars, the starting level in 2021 is self-assessed as 
medium, in 2 areas it is assessed as high and for the remaining areas as low.  

A  few  gaps  have  been  referred  in  the  implementation  of  this  strategic  plan.  Legislative 
obstacles  are  referred  for  the  data  projects  (privacy  legislation)  and  re-introduction  of  the 
alcolock.  Difficulties  are  also  faced  in  the  collection  of  data  on  vulnerable  road  users. 
Additionally, low priority and/or capacity has been given for the Public Prosecution Service 
and the police for road safety. 

Based on the self-reported assessment, among the biggest challenges in the implementation 
of the national action plan were properly setting up risk-based work and balancing the focus 
on Engineering, Education and Enforcement.  

On the other hand, three best practice examples are available for the Netherlands in relation 
to the implemented measures of the second national action plan. These concern the estimation 

2 

 
 
 
 
 
 
 
 
 
 
of the road safety effects of the first two parts of the infrastructure investment measures, the 
effects of the MONO campaign focussing on the reduction of casualties due to distraction and 
the preparation of guidelines for regional access roads with 30 km/h, which can be used by 
municipalities. There are also available reports on other topics, such as the evaluation of the 
Bob campaign about driving without alcohol. 

Finally, the implementation progress of the foreseen actions appears to be broadly well on track 
in the Netherlands, however, the number of road fatalities has fallen by only 3% since 2019. A 
target  of  halving  road  casualties  by  2030  would  be  challenging  for  the  Netherlands, 
especially  for  serious  injuries,  which  are  expected  to  rise  towards  2030,  without  additional 
measures1. To that end, the Netherlands carries out analyses to measure the effectiveness of the 
implemented  measures  and  explores  new  actions  in  order  to  achieve  further  improvements. 
Within this context, a better balance between the different safe system approach pillars could 
be considered. 

2. Road Safety Strategy and Measures 

2.1 Road Safety Strategy 

The Netherlands established the road safety strategic plan 2030 in 2018 (RSSP2030). This 
RSSP2030 sets out the approach on ensuring safer roads, vehicles and behaviour based on the 
risk-driven approach, meaning focusing on the highest road safety risks and managing those 
risks in the most effective way. This RSSP2030 was endorsed by all relevant stakeholders and 
partners who have a role in improving traffic safety in the Netherlands2.  

Three phases of implementation are considered in the RSSP2030: 

•  Phase 1: Implementation – Introduction period (2019–2021) 
•  Phase 2: Implementation – Experience, learn and evaluate (2022–2025) 
•  Phase 3: Adjust and professionalise (2025–2030). 

Table 20.1: National road safety strategy  

Timeframe 

Lead Authority 

Link 

Netherlands 
2018-2030 
Ministry of Infrastructure and Water Management in close co-operation with 
provinces, municipalities, water boards and other relevant stakeholders 
https://www.kennisnetwerkspv.nl/getmedia/ce0099b7-ce77-4ce2-98c8-
a7810662ef10/19-093-RO-SPV-Engels_v2.pdf.aspx 

2.2 Road Safety Governance 

The Ministry of Infrastructure and Water Management, provinces, urban regions, water boards 
and municipalities, are responsible for the formulation of the national road safety strategy. 
The  Safe  Traffic  Netherlands  (VVN)  and  the  Institute  for  Road  Safety  Research  (SWOV) 
provided input on the national road safety strategy. 

Also,  the  Ministry  of  Infrastructure  and  Water  Management,  the  provinces,  urban  regions, 

1 https://swov.nl/en/fact/road-deaths-12-what-target-number-road-casualties? 
2https://www.kennisnetwerkspv.nl/getmedia/ce0099b7-ce77-4ce2-98c8-a7810662ef10/19-093-RO-SPV-
Engels_v2.pdf.aspx 

3 

 
 
 
 
 
 
 
 
 
water  boards  and  municipalities  are  responsible  for  the  monitoring  of  road  safety 
developments in the country. 

2.3 Main Safety Issues 

In the RSSP2030, the following main safety issues are highlighted, which form the basis for 
the definition of road safety actions and measures in the road safety action plans3: 

•  The largest increase in road injuries is observed for cyclist-only crashes, particularly 
among seniors. In 2017, for the first time, there were more fatalities among cyclists than 
among car occupants. 

•  Elderly road users (65+ years) are over-represented in the number of road fatalities 

and serious injuries. 

•  Vulnerable road users (focussing mainly on inexperienced drivers and cyclists) and 

multiple offenders. 

•  Distraction due to dependence on digital media, leading to more risks. 

• 

Increased use of drugs and medicines.  

2.4 Road Safety Targets 

The Netherlands has not set specific road safety targets for 2030. The ambition of zero road 
casualties in 2050 is reaffirmed.  

2.5 Road Safety Measures 

The RSSP 2030 describes nine policy themes with the most important road safety risks. 
The first three themes examine risks arising from the traffic system and the vehicle, the two 
following  themes  concern  specific  risk  groups  (young  people  and  senior  citizens)  and 
modalities (two-wheelers, pedestrians) and the last four concern risks arising from individual 
road users and their behaviour: 

1. Safe infrastructure 
2. Heterogeneity in traffic 
3. Technological developments 
4. Vulnerable road users 
5. Inexperienced road users 
6. Driving under the influence 
7. Speeding 
8. Distraction in traffic 
9. Traffic offenders 

The RSSP 2030 does not contain concrete measures. These are included in the national and 
regional implementation plans. The first national action plan, covering the period 2019-2021, 
included 55 measures. 
The second national action plan for the period 2022-2025 involves 43 measures, divided 

3https://www.kennisnetwerkspv.nl/getmedia/ce0099b7-ce77-4ce2-98c8-a7810662ef10/19-093-RO-SPV-
Engels_v2.pdf.aspx 

4 

 
 
 
 
 
 
 
 
 
 
over five road safety themes and 15 action lines. 

Table 20.2: Number of road safety action lines and measures of the second national action 
plan (2022-2025) 

Themes 

Safe infrastructure 

Non-motorised traffic 

Safe vehicles and assisting systems 

Safe behaviour 

(no) driving under the influence 

Total 

3. Road Safety Progress 

3.1 Road Safety Outcomes 

Action Lines 
2 
4 
3 
2 
4 
15 

Measures 
9 
9 
6 
6 
13 
43 

In the Netherlands, 684 people were  killed and 7,400 people were seriously injured in road 
crashes in 20234. Based on preliminary data for 2024, the Netherlands ranked 5th out of the 27 
EU countries in terms of the lowest numbers of fatalities per million inhabitants. In fact, 
32 road fatalities per million inhabitants were recorded that year, which is well below the EU 
average (45).  

Figure 20.1 Mortality rates by country, 2024  

Sources: CARE database on road crashes; population data from Eurostat (online data code demo_pjan). 

Compared to 2019, a decrease of 3% in road fatalities was recorded.  The number of serious 
injuries increased by 7%, based on MAIS3+ data. Although the number of seriously injured 
in traffic in 2023 decreased compared to the number in 2022, it was higher than in previous 
years. Thus, the trend remains upward. 

The Netherlands has not set specific road safety targets for fatalities and serious injuries for 

4 Based on figures from SWOV, including police, hospital and first aid data. 

5 

 
 
 
 
 
 
 
 
 
 
 
2030.  

In the following figures the fatality and serious injury trends are compared with the EU 2030 
targets (halving the numbers of road fatalities and serious injuries in 2030 compared to 2019).  

Figure 20.2 Road fatalities and EU target 2030  
(Source: SWOV) 5, 6 

5Fatalities and serious injuries come from SWOV (the Dutch scientific institute on road safety). The figures in 
CARE are  based on the police data, while the  figures of SWOV are also based on hospital and first aid data. 
Furthermore, the figures of SWOV only concern the degree of injury MAIS3+. 
6 It is noted that the global COVID-19 pandemic had an impact on the CARE data for 2020 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. 

6 

 
 
 
 
 
 
 
 
 
Figure 20.3 Serious road injuries and EU target 2030 
(Source: SWOV) 7, 8 

Compared  to  the  EU  average,  the  distribution  of  fatalities  in  the  Netherlands  showed  a 
relatively high proportion of cyclists (due to the high use of bicycles) and people aged more 
than 65 years old9. In fact, based on police data, 30% of killed people were cyclists in 2024 and 
36% of seriously injured were cyclists in 2023.  

An overview of the evolution of road fatalities for the years 2019 and 2024 (year with the latest 
available detailed crash data) is provided below for specific types of roads, crashes and road 
users. Overall, the number of total fatalities increased. Especially, the number of fatalities 
inside urban areas, as well as among cyclists and pedestrians increased considerably. Decreases 
were recorded in the number of fatalities in single vehicle crashes.  

7Fatalities and serious injuries come from SWOV (the Dutch scientific institute on road safety). The figures in 
CARE are  based on the police data, while the  figures of SWOV are also based on hospital and first aid data. 
Furthermore, the figures of SWOV only concern the degree of injury MAIS3+. 
8 It is noted that the global COVID-19 pandemic had an impact on the CARE data for 2020 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. 
9  European  Commission  (2023),  Country  Profile  Netherlands.  Road  Safety  Observatory.  Brussels,  European 
Commission, Directorate General for Transport. 

7 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Table 20.3: Evolution of road fatalities, 2019-2024 
(Source: CARE database)10 

Fatalities 

2019 

2024 

%  
in 2024 

% change 
2019-2024 

Total road fatalities 

Inside urban areas 

Outside urban areas 

Motorways 

Single vehicle crashes 

Multi vehicle crashes 

Car occupants 

PTW riders 

Cyclists 

Pedestrians 

586 

232 

274 

75 

223 

315 

240 

80 

148 

49 

566 

227 

275 

64 

174 

340 

221 

78 

169 

55 

- 

40% 

49% 

11% 

31% 

60% 

39% 

14% 

30% 

10% 

-3% 

-2% 

0% 

-15% 

-22% 

+8% 

-8% 

-3% 

+14% 

+12% 

3.2 Road Safety Performance Indicators 

The Netherlands perform better than the EU average in relation to seat belt use. The average 
age of the passenger car fleet is lower than the EU average. 

10 Figures in CARE database are based solely on police data and are subject to under-reporting.  

8 

 
 
 
 
 
 
 
 
Table 20.4: Road Safety Performance Indicators, 2022 – 2025 (Source: ERSO, Country 
Profiles) 

Speeding11 
% of passenger cars travelling within speed limits a 

Motorways 
Rural Roads 
Urban Roads 

Seat belt & CRS use rates (%) a*,b 

Front 
Rear 
Child restraint systems (roadside observations) 
Child restraint systems (in-vehicle inspections) 

Helmet use rates (%) a 

PTW driver 
PTW passenger 
Cyclist 

DUI of Alcoholc 
(self-reported) 

Netherlands 

EU 

2022 

2025 

2022 

2025 

61.3 
61.7 
76.9 

97.0 
96.0 
- 
/ 

- 
- 
- 

34.0 
45.0 
60.0 

99.8 
99.6 
94.5 
/ 

99.4 
99.5 
5.0 

- 
- 
- 

93.1 
75.3 
67.0 
- 

97.0 
94.4 
37.8 

- 
- 
- 

92.4 
69.9 
83.3 
- 

97.6 
97.0 
34.5 

% of car drivers who have driven at least once in the 
last 30 days over the legal limit 

12.0 

- 

11.8 

11.8 

Driver Distraction a 

% of drivers not using hand-held mobile 
device/phone while driving 

Vehicle Safety 

% of new passenger cars rated with 4 EuroNCAP 
stars and above a 
Average age of passenger car fleet (years)d 

- 

- 

94.5 

94.8 

94.5 

- 

11.7 

11.9 

83.6 

12.3 

82.7 

12.5 

Sources: a Baseline and Trendline projects, b ETSC (2022), c ESRA3 project (2024), d ACEA (2024, 2025), Notes: 
*2025 data only for weekdays 

 4. Monitoring Road Safety Strategy Implementation 

4.1 Implementation Progress 

The second national action plan of the Netherlands (2022-2025) is self-assessed in this chapter. 
Measures implemented from 2022 up to April 2024 are self-self-assessed. Various measures 
have made more progress up to the date of the publication of the current report. 

Road Safety Management 

Based on the self-reported assessment, the Dutch national government starts from a medium 
level in all road safety areas related to Road Safety Management. 9 of the ongoing or planned 
measures of the second road safety action plan lie in this pillar. In 2024, most of the measures 

11 An EU average is not available for speeding, due to different legal speed limits among countries, which does 
not allow for a straightforward comparison.  

9 

 
 
 
 
 
 
 
 
 
are in progress, besides those related to the national road safety authority, which have been 
delayed. Steps still need to be taken to improve the exchange between the CBR and the Public 
Prosecution Service or police. However, for ROI (Dutch Institute for Public Administration) 
there is an improvement in preparation, i.e. an automatic notification is being built in between 
police and CBR ICT systems, which is expected to be ready in early 2025. It is noted that no 
measures  related  to  national  road  safety  observatory  have  been  planned  for  the  examined 
period. 

Table 20.5: Self-reported assessment of implementation progress of measures related to road 
safety management 

B1 

Road Safety Management 

1 

2 

3 

4 

5 

National road safety authority 

National road safety budget 

Road safety legislation 

National road safety observatory 

Other 

Baseline 
Assessment (2021) 

Progress 
(2022-2024) 

medium 

medium 

medium 

- 

low 

delayed 

on track 

on track 

- 

on track 

Also, projects on SPI monitor and collecting ambulance data are on schedule. Pilot (blood) test 
on driving under the influence in emergency rooms has started. 

Safe Road User Behaviour 

In relation to the pillar of safe road user behaviour, 17 measures are included in the second 
national action plan. The Netherlands starts from a medium level in 2021 in the road safety 
areas of enforcement and education. The baseline is assessed as high for the communication 
campaigns, while is assessed as low for the areas of vulnerable road users, driving under the 
influence and alcolock programme.  

In 2024, all measures related to this pillar are on track, besides those concerning the alcolock 
programme,  which  have  been  delayed.  It  is  noted  that  no  measures  related  to  new  drivers 
training and professional drivers have been planned for the examined period. 

More  specifically,  extra  efforts  are  being  made  on  traffic  enforcement,  including  both 
handheld detection systems and movable speed cameras.  

Also, together with social partners, the Ministry of Education and local authorities, efforts are 
being made to educate and provide information about safe traffic behaviour. 

Concerning  the  measures  for  VRUs,  various  measures  for  cyclists  and  pedestrians  will  be 
implemented. 

Finally, in the second action plan, an integrated approach to driving under the influence is 
included, which consists of various actions (research agenda, communication campaign, etc).  

10 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Table 20.6: Self-reported assessment of implementation progress of measures related to road 
user behaviour 

B2 

Safe Road User Behaviour 

1 

2 

3 

4 

5 

6 

7 

8 

Enforcement 

Education 

New drivers training 

Communication campaigns 

Measures for vulnerable road users 

Measures for professional drivers 
Other (integral approach on driving under the 
influence) 
Other (alcohol lock programme) 

Baseline 
Assessment (2021) 
medium 

medium 

- 

high 

low 

- 

low 

low 

Progress 
(2022-2024) 
on track 

on track 

- 

on track 

on track 

- 

on track 

delayed 

Safe Speeds 

Regarding the Safe Speeds pillar, only one measure related to monitoring speeding is included 
in  the  second  action  plan  of  the  Netherlands.  Based  on  the  self-reported  assessment,  the 
Netherlands starts from a medium level in this road safety area. National data on speeding is 
available but has yet to be made available in SPI monitor.  

Table 20.7: Self-reported assessment of implementation progress of measures related to safe 
speeds 

B3 

Safe Speeds 

1 

2 

3 

4 

Update of speed limits 

Enforcing speed limits 

Campaigns on speeding 

Monitoring speeding 

Safe Roads 

Baseline 
Assessment (2021) 

Progress 
(2022-2024) 

- 

- 

- 

-- 

- 

- 

medium 

on track 

Regarding  the  Safe  Roads  pillar,  the  baseline  is  self-assessed  as  medium  in  all  road  safety 
areas, apart from the area of road safety audits and inspections, where the baseline is assessed 
as low. In the second action plan, eight road safety measures related to safe roads are included.  

The implementation of the planned measures related to city mobility& safety plans (1) and 
road design standards (2) has been completed. The remaining measures are on track based on 
the self-reported assessment. It is noted that local authorities take measures related to urban 
infrastructure  for  VRUs.  These  measures  can  be  co-financed  from  the  investment  impulse 
(measure under the theme Road Safety Budget). 

More specifically, the assessment framework on 30 km/h in built-up areas is available and 

11 

 
 
 
 
 
 
 
 
 
the municipalities are making use of the new possibilities. Also, investment incentives for local 
authorities have been planned to be provided and are on progress.  

Concerning the national roads safety management, the improvement of the road safety of 
national N-roads is planned and the development of a strategic agenda on road safety for the 
main road network, which are also on track.  

In relation to road safety standards, two measures were planned and are now completed: a) 
strengthening  the  safety  management  of  the  road  infrastructure  and  b)  development  of 
guidelines for safer roads infrastructure (slow traffic).  

Regarding the area of road safety audits and inspections, a project RoadMonitor has shown 
promising results and will be followed up extensively. 

Table 20.8: Self-reported assessment of implementation progress of measures related to safe 
roads 

B4 

Safe Roads 

1 

2 

3 

4 

5 

6 

City mobility & safety plans 

Urban infrastructure for VRUs 

Rural roads safety interventions 

Motorways safety management 

Road design standards 

Road safety audit and inspection 

Safe Vehicles 

Baseline 
Assessment (2021) 
medium 

- 

medium 

medium 

medium 

low 

Progress 
(2022-2024) 
completed 

- 

on track 

on track 

completed 

on track 

In relation to the pillar of Safe Vehicles, the Netherlands starts from a medium level in three 
areas: promotion of ADAS, Light Electric Vehicles & invalid carriages and research in crash 
risks in heavy cars. The baseline of the automation preparation is assessed as high. Within this 
pillar, seven measures are considered in the second strategic plan. 

In  2024,  most  of  the  relative  measures  are  on  track.  More  specifically,  the  National  Road 
Transport  Agency  discusses  the  promotion  of  ADAS  at  the  international  level.  Also,  the 
national  government  is  discussing  the  topic  of  automation  preparation  (through  multiple 
actions)  at  the  international  level.  It  is  noted  that  no  measures  related  to  fleet  renewal  and 
vehicle technical inspections have been planned for the examined period. 

Concerning the area of  LEV & invalid carriages,  further  elaboration of the framework on 
light electric vehicles (LEV) has been planned, as well as the development of a new framework 
for invalid carriages. The implementation of both frameworks has been slightly delayed but is 
expected in the course of 2025. 

Finally,  a  report  on  the  in-depth  research  into  crash  risks  in  heavy  cars  is  expected  to  be 
available soon. 

12 

 
 
 
 
 
 
 
 
 
 
 
 
 
Table 20.9: Self-reported assessment of implementation progress of measures related to safe 
vehicles 

B5 

Safe Vehicles 

1 

2 

3 

4 

5 

5 

Fleet renewal 

Promotion of ADAS 

Technical vehicle inspection 

Automation preparation 

Other (LEV & invalid carriages) 

Other (accident risks heavy cars) 

Post Crash Care 

Baseline 
Assessment (2021) 
- 

Progress 
(2022-2025) 
- 

medium 

- 

high 

medium 

medium 

on track 

- 

on track 

delayed 

on track 

Regarding the Post-Crash Care pillar, no relative measures have been planned in the second 
road safety action plan of the Netherlands.  

Table 20.10: Self-reported assessment of implementation progress of measures related to post 
crash care 

B6 

Post Crash Care 

1 

2 

Reduce EMS reaction time 

Support people injured 

Baseline 
Assessment (2021) 
- 

- 

Progress 
(2021-2024) 
- 

- 

4.2 Best Practices 

Three best practice examples are provided from the Netherlands for this period. 

Road Safety Management 

•  Road  safety  effects  of  'second-tranche  measures':  Estimate  of  casualty  and  cost 

savings due to the first two parts of the infrastructure investment incentive. 

Safe Road User Behaviour 

•  Research  into  the  effects  of  the  MONO  campaign:  The  policy  objective  of  this 
campaign is reducing the number of injuries and fatalities due to distraction in traffic. 
The communication objective of this campaign is motivating and activating road users 
to  behave  correctly:  not  responding  immediately  to  incoming  messages  from  social 
media (Facebook, Twitter and WhatsApp) and other devices while driving or cycling. 
The campaign target groups were motorists and cyclists. 

Safe Roads 

•  Guidelines  for  regional  access  road  30  km/h  (GOW30):  The  guidelines  offer 
municipalities tools to improve traffic safety within built-up areas by applying the road 
type GOW30. 

13 

 
 
 
 
 
 
 
 
 
 
 
4.3 Gaps 

Based  on  the  self-reported  assessment,  the  following  gaps  have  been  identified  in  the 
implementation of specific measures of the second road safety action plan of the Netherlands: 

•  Low priority and/or capacity for the Public Prosecution Service and the police for road 

safety 

•  Privacy legislation creates obstacles in data projects 
•  Call from major cities to be able to focus on traffic enforcement themselves 
•  The collection of data on vulnerable road users is difficult  
•  There  is  a  gap  between  the  desire  to  reintroduce  the  alcolock  and  the  existing  legal 

frameworks. 

5. Conclusions and Recommendations 

In  the  Road  Safety  Strategic  Plan  (RSSP)  2030  of  the  Netherlands,  the  ambition  of  zero 
casualties  by  2050  has  been  defined.  No  specific  targets  for  road  fatalities  and  serious 
injuries for 2030 have been set. In mid-2021, a parliamentary motion was carried to apply an 
intermediate  target  of  50%  reduction  in  the  number  of  road  casualties  by  2030.  The  Dutch 
Institute for Road Safety Research  (SWOV) conducted an exploratory study indicating that 
halving the number of road casualties by 2030 is likely too ambitious. The study suggests that 
while significant reductions are possible, especially concerning serious road injuries, a 50% 
decrease is probably out of reach12. 

In  addition,  the  RSSP  2030  does  not  contain  concrete  measures.  These  are  included  in  the 
national  and  regional  implementation  plans.  The  second  national  action  plan  for  the  period 
2022-2025 includes 43 measures, divided over five road safety themes and 15 action lines. 

In 2024, the Netherlands was one among the best performing countries in the European 
Union  in  terms  of  mortality  rates  (5th  with  the  lowest  fatality  rate).  Compared  to  the  EU 
average, the distribution of fatalities in the Netherlands in 2023 showed a high proportion of 
cyclists and people aged more than 65 years old.  

Between 2019 and 2024, the number of fatalities decreased by 3% and the number of serious 
injuries by 7% over the period 2019-2023. Although the number of seriously injured in traffic 
in 2023 decreased compared to the number in 2022, it was higher than in previous years. Thus, 
the  trend  remains  upward,  mainly  due  to  population  growth,  more  kilometres  driven  and, 
among others, more elderly people on bicycles.  

Regarding the implementation of the road safety actions foreseen in the second national road 
safety action plan for the period 2022-2024, progress has been made in most road safety 
areas. Out of the 20 road safety areas examined, the implementation of measures in 15 areas 
is  well  progressed,  in  2  areas  has  it  been  completed,  while  for  the  remaining  3  areas  the 
implementation has been delayed. 

Based  on  the  self-reported  assessment,  the  biggest  challenges  in  the  implementation  of  the 
national action plan lie in properly setting up risk-based working, especially in the area of data 
collection  and  in  transferring  risk-based  working  to  the  co-governments  and  to  other 

12https://swov.nl/en/fact/serious-injuries-12-what-target-number-road-casualties 

14 

 
 
 
 
 
 
 
 
 
departments within the Ministry of Infrastructure and Water Management. In this regard, the 
financial  stimulus  (the  investment  stimulus)  that  is  available  to  the  co-governments  was 
helpful, where having a risk analysis and later implementation plans were made mandatory. 
The  second  major  challenge  is  balancing  the  focus  on  Engineering,  Education  and 
Enforcement.  In  particular,  the  design  of  safe  roads  receives  a  lot  of  attention  from  co-
governments,  partly  due  to  the  investment  impulse.  This  is  now  starting  to  become  more 
balanced, for instance with the recent regional policy plans and the acquisition of new flexible 
enforcement tools. 

The  Netherlands  carries  out  effectiveness  analyses  on  many  fronts  in  order  to  assess  the 
effectiveness  of  the  implementation  of  the  plan,  by  attempting  to  link  the  progress  of  road 
safety actions to the performance outcomes (fatalities and serious injuries). This exercise will 
help to further support the decision-making process, identify the good practices, as well as the 
focus areas for the future implementation of the strategy.  

Finally,  the  implementation  progress  of  the  foreseen  actions  appears  broadly  well  on  track, 
however, the number of road fatalities has fallen by 3% only since 2019, while according 
to Dutch studies, without additional measures, the number of serious injuries is expected to rise 
towards 203013. However, based on the self-reported assessment, significant reductions can be 
achieved  through  additional  measures.  To  that  end,  the  Netherlands  carries  out  analyses  to 
measure the effectiveness of the implemented measures and explores new actions in order to 
achieve further improvements. Within this context, a better balance between the different safe 
system approach pillars could be considered.  

13 https://swov.nl/en/fact/road-deaths-12-what-target-number-road-casualties? 

15