COMMISSION STAFF WORKING DOCUMENT Monitoring Road Safety Progress in the EU - Italy 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, Italy, 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) 47 final  COMMISSION STAFF WORKING DOCUMENT Monitoring Road Safety Progress in the EU - Italy 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) 48 final} - {SWD(2026) 49 final} - {SWD(2026) 50 final} - {SWD(2026) 51 final} - {SWD(2026) 52 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. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

3. 

3.1. 

3.2. 

4. 

4.1. 

4.2. 

4.3. 

5. 

Summary ............................................................................................................ 2 

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

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

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

Main Safety Issues ......................................................................................... 3 

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

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

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

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

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

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

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

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

Gaps ............................................................................................................. 14 

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

1 

 
 
 
 
 
 
 
 
Italy 

1. Summary 

In  2024,  Italy  was  above  the  EU  average  (45),  with  51  fatalities  per  million  inhabitants. 
Compared to 2019, a decrease of 5% in road fatalities was achieved. The number of people 
seriously injured in 2023 is 3% lower than the respective figure in 2019. 

Compared to the EU average, the distribution of fatalities in Italy showed a high proportion of 
powered two wheelers and fatalities occurring on roads inside urban areas. Also, during the 
period 2010-2019, the categories of pedestrians and cyclists showed the lowest reductions in 
both fatalities and injuries.  

In the National Road Safety Plan 2030 (NRSP 2030), the targets of halving the numbers of 
road  fatalities  and  serious  injuries  in  2030  compared  to  2020  have  been  set.  Also, 
intermediate targets for 2024 and 2027 have been set, which will allow the trend of the real 
results to  be  evaluated in relation  to  the targets  for 2030.  Additionally,  specific targets for 
2030  were  set  for  the  road  user  groups  with  the  highest  risk:  cyclists,  pedestrians, 
motorcyclists, children, the elderly and young drivers. It is noted that due to the related effects 
of the COVID-19 pandemic in 2020, the 2019 figure has been taken as the baseline figure. 

The NRSP 2030 includes strategic lines that are organized on two levels: general strategic lines 
concerning the entire system and specific strategic lines addressed to the categories of users 
identified as being at greatest risk. Thus, a total  of  29 general strategic lines are included, 
grouped into the five safe system approach pillars, and 44 specific strategic lines grouped into 
the aforementioned six road user categories.  

Based on the latest data, and the 5% decrease since 2019, progress remains slow and Italy needs 
to accelerate the pace of change in its road safety measures to reach the 2030 target of halving 
the number of fatalities. In addition, Italy is making slow progress towards achieving the 
2030 target of 50% decrease in serious injuries. The observed number of serious injuries in 
2023 was 3% lower than in 2019. Also, based on the latest available data of 2023, Italy is not 
on track to meet the specific targets set in the NRSP 2030, except that referring to cyclists.  

Regarding progress in the implementation of the road safety measures foreseen in the NRSP 
2030  for  the  period  2021-2024,  significant  delays  are  reported,  mainly  due  to  legislative, 
organizational and budgetary issues. In particular, the measures of 12 out of 26 areas are on 
track. The implementation of measures in 6 areas has been delayed and in the remaining 8 areas 
has not started yet. The most advanced pillar is Safe Speeds (3 out of 4 areas are on track), 
followed by Safe Road User Behaviour (half areas are on track). Based on the self-reported 
assessment, in 2021, Italy started from a low level in the majority of the examined areas and 
from a medium level in 10 areas.  

Examples  of  best  practices  are  available  for  Italy,  including  successful  communication 
campaigns, legislative changes regarding the safety of cyclists and motorcyclists, changes in 
the  monitoring  of  speeding  by  municipal  authorities,  as  well  as  incentives  provided  for  the 
upgrade of transport companies’ vehicle fleets. 

Finally,  the overall road safety performance (number of  fatalities and serious  injuries) 
has not improved sufficiently to meet the targets set for this period, which may be largely 

2 

 
 
 
 
 
 
 
 
 
attributed to the delays met in the implementation of the road safety strategy. It is therefore 
necessary to accelerate the implementation of the delayed measures. In autumn 2025, Italian 
authorities  will  carry  out  a  mid-term  evaluation  of  the  implementation  of  the  road  safety 
strategy,  with  the  aim  of  identifying  the  most  effective  actions  to  compensate  for  the  gaps 
identified.  Within  this  context,  it  would  be  also  important  to  review  the  degree  of 
implementation of the actions and to explore any other relevant activities, with emphasis on 
crashes inside urban areas and VRUs. 

2.  Road Safety Strategy and Measures 

2.1.  Road Safety Strategy 

The Italian National Road Safety Plan 2030 (NRSP 2030) was adopted in January 2021 by 
the  Ministry  of  Infrastructure  and  Transport,  with  the  approval  process  involving  various 
governmental  bodies.  The  NRSP  2030  consists  of  an  articulated  system  of  guidelines, 
infrastructural interventions, prevention and control measures, regulatory and organisational 
measures, aimed at improving safety in accordance with the EU objectives.  

Italy  with  this  Road  Safety  Plan  embraces  the  long-term  goal  of  “Vision  Zero”  of  the 
European Commission by 2050. 

Table 16.1: National road safety plan  

Italy 
2030 
The General Directorate for Road Safety at the Ministry of Infrastructure and 
Sustainable Mobility – particularly the Directorate “Intervention plans and 
programs for the improvement of road safety” in cooperation with the 
University of Rome La Sapienza and Roma Tre, University of Brescia, 
University of Cagliari, University of Florence. 

Timeframe 

Lead Authority 

Link 

2.2.  Road Safety Governance 

The  Directorate  for  Road  Safety  of  the  Ministry  of  Infrastructure  and  Transport  (MIT)  is 
responsible for the formulation of the national road safety strategy and the monitoring of 
road safety developments in the country. 

2.3.  Main Safety Issues 

Despite the good road safety progress over the previous decade, a number of challenges remain 
for Italy1:  

•  Significant, although not as high, was the reduction in the number of deaths and injuries 
for  both  motorcyclists  (26%  and  17%  respectively)  and  passenger  car  occupants 

1 Ministero delle Infrastrutture e della Mobilità Sostenibili – Piano Nazionale Sicurezza Stradale 2030 (Delibera 
CIPESS  14  aprile  2022,  n.  13).  Available  at:  https://www.mit.gov.it/nfsmitgov/files/media/progetti/2022-
09/20220916_Piano%20Nazionale%20Sicurezza%20Stradale_Def.pdf  

3 

 
 
 
 
 
 
 
 
 
 
(22%) during the period 2010-2019. 

•  Pedestrians  have  only  seen  a  13%  reduction  in  deaths,  and  even  a  practically  zero 

reduction in the number of injured persons during the period 2010-2019. 

•  Cyclists showed only a 4% reduction in fatalities during the period 2010-2019, while 

they faced an 11% increase in the number of injured persons. 

•  During the period 2010-2019, 71% of road crash injuries and 43% of fatalities occurred 

on urban roads. 

•  Between  2010  and  2019,  a  lower  reduction  was  recorded  in  the  number  of  injured 
persons on non-motorways outside urban areas (9.6% vs 22.7% on urban roads and 
27.4% on motorways). 

2.4.  Road Safety Targets 

Within  the  NRSP  2030,  general  and  specific  targets  have  been  set.  Italy,  thus,  has  set  the 
general targets of: 

•  halving the number of road fatalities by 2030, compared to the values recorded in 

2019.  

•  halving the number of serious injuries by 2030, compared to the values recorded in 

2019.  

Intermediate targets for 2024 and 2027 have been also set, which will allow the trend of the 
real results to be evaluated in relation to the targets for 2030. 

•  By 2024, 2,452 fatalities and 13,600 serious injuries in Italy 
•  By 2027, 2,019 fatalities and 11,200 serious injuries in Italy 

Additionally, specific targets for 2030 have been set, giving emphasis on the road user groups 
of higher risk. 

Table 16.2: Specific Targets for Higher Risk Categories 

Category 

Fatalities 2020* 

1.  Cyclists 

2.  Pedestrians 

253 

534 

Fatalities 2030 
(expected) 
139 

240 

% reduction 
(expected) 
45% 

55% 

3.  Motorcyclists 
4.  Children 
5.  Elderly people 
6.  Young drivers 
* 2020 data have been replaced by 2019 data, due to the sharp decrease in road fatalities during the pandemic 

55% 
100% 
60% 
60% 

354 
0 
398 
105 

786 
35 
994 
262 

2.5.  Road Safety Measures 

The Italian National Road Safety Plan 2030 includes strategic lines that are organized on 
two levels: specific strategic lines addressed to the categories of users identified as being at 

4 

 
 
 
 
 
 
 
 
 
greatest risk and general strategic lines concerning the entire system2. 
Thus, a total of 29 general strategic lines are included, grouped into the five UN pillars, taking 
into account also the initiatives planned by the European Commission.  

Table 16.3: Road safety pillars and number of general strategic lines 

Pillar 

1.  Road Safety Management 

2.  Road Infrastructure 

3.  Safer vehicles 

4.  Safer Users 

5.  Post-crash care 

Total 

Strategic Lines 

8 

4 

3 

8 

6 

29 

In addition, 44 specific strategic lines are included in the NRSP 2030, which are focused on 
the six categories of users of greatest risk.  

Table 16.4: Number of specific strategic lines for higher risk categories 

Category 

1.  Children 

2.  Powered two-wheelers 

3.  Cyclists 

4.  Pedestrians 
5.  Elderly people 
6.  Young drivers 

Total 

3. Road Safety Progress 

3.1.  Road Safety Outcomes 

Strategic Lines 

6 

9 

9 

7 
9 
4 

44 

Based on data for 2024, Italy ranked 19th out of the 27 EU countries in terms of the lowest 
numbers of fatalities per million inhabitants. In fact, 51 road fatalities per million inhabitants 
were recorded in 2024, which is above the EU average (44).  

Italy collects MAIS3+ data on serious  injuries3. Based on the latest available data, in 2023, 
16,989 people were seriously injured in road crashes, recording a reduction of 3% since 2019. 

2 Ministero delle Infrastrutture e della Mobilità Sostenibili – Piano Nazionale Sicurezza Stradale 2030 (Delibera 
CIPESS 14 aprile 2022, n. 13). Available at: https://www.mit.gov.it/nfsmitgov/files/media/progetti/2022-
09/20220916_Piano%20Nazionale%20Sicurezza%20Stradale_Def.pdf 
3 European Commission (2024) Facts and Figures Serious injuries. European Road Safety Observatory. Brussels, 
European Commission, Directorate General for Transport. 

5 

 
 
 
 
 
 
 
 
 
 
 
 
Figure 16.1 Mortality rates by country, 2024  

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

In 2024, the number of fatalities decreased by 5% compared to 20194 meaning progress is 
slow, and Italy is currently not on track to meet the 2030 targets of halving the numbers 
of road fatalities and serious injuries.  

Figure 16.2 Road fatalities and target 2030  
(Source CARE database)5 

4 For all Member States, 2019 has been used as the baseline year for the monitoring of 2030 targets in this report, 
which is used at EU level. In Italy, 2020 values have been replaced by 2019 values. 
5 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 16.3 Serious road injuries and target 2030  
(Source: ERSO, Annual Statistical Report 2025) 6 

Also, in 2022, Italy has made slow progress in achieving the specific targets set in the NRSP 
2030.  As  shown  below,  the  fatalities  of  all  groups  considered  are  above  the  target  values 
expected for that year, except cyclists. 

Table 16.5: Monitoring of specific road safety targets, 2023 

Cyclists 

Pedestrians 

Motorcyclists 

Children 

Elderly people 
Young drivers 

2020* 
(Baseline) 

Target 
2023 

Observed 2023 

Difference 

253 

534 

786 

35 

994 

262 

212 

427 

629 

22 

777 

205 

212 

485 

802 

41 

1,041 

250 

0 

+58 

+173 

+19 

+264 

+45 

* 2020 data have been replaced by 2019 data, due to the sharp decrease in road fatalities during the pandemic 

Compared to the EU average, the distribution of fatalities in Italy showed a high proportion 
of powered two wheelers and fatalities that occurred on roads inside urban areas7. In fact, 
26% of killed people in road crashes were PTW riders in 2023 and 44% of road crash fatalities 
occurred inside urban areas.  

An overview of the evolution of road fatalities for the years 2019 and 2023 (year with the latest 
available detailed crash data) is provided below for specific types of roads, crashes and road 
users. In 2023, the total number of fatalities was 4% lower compared to 2019. Decreases in 
all types of fatalities were recorded, except killed PTW riders and fatalities in single vehicle 

6 Italy provides hospital-based data on MAIS3+. 
7 European Commission (2023), Country Profile Italy. Road Safety Observatory. Brussels, European Commission, 
Directorate General for Transport. 

7 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
crashes, which increased by 2% and 3% respectively. Also, no change was recorded for the 
fatalities occurred inside urban areas. 

Table 16.6: Evolution of road fatalities, 2019-2023 

Fatalities 

Total road fatalities 

Inside urban areas 

Outside urban areas 

Motorways 

Single vehicle crashes 

Multi vehicle crashes 

Car occupants 

PTW riders 

Cyclists 

Pedestrians 

2019 

3,173 

1,331 

1,532 

310 

915 

1,746 

1,411 

786 

253 

534 

2023 

3,039 

1,329 

1,471 

239 

945 

1,633 

1,332 

802 

212 

485 

%  
in 2023 
- 
44% 

48% 

8% 

31% 

54% 

44% 

26% 

7% 

16% 

% change 
2019-2023 
- 

0% 

-4% 

-23% 

+3% 

-6% 

-6% 

+2% 

-16% 

-9% 

3.2.  Road Safety Performance Indicators 

The use of seat-belts and CRS among passenger car occupants are lower in Italy compared to 
the EU average, and much lower than the EU average for rear seat seatbelts. Helmet use rates 
among powered two wheelers are similar with those of the EU on average, while for cyclists 
they are lower. It is noted, however, that the use of helmet among cyclists and e-bike riders is 
recommended but not required. Additionally, the average age of the passenger car fleet in Italy 
is similar to that of the EU average.  

Safety Performance Indicators will be monitored regularly over the decade in Italy, however, 
no specific targets have been set. 

8 

 
 
 
 
 
 
 
 
Table 16.7: Road Safety Performance Indicators, 2022 – 2025 (Source: ERSO, Country 
Profiles) 

Speeding8 
% 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) 

Italy 

EU 

2022 

2025 

2022 

2025 

- 
- 
- 

86.6 
34.5 
43.5 
/ 

95.2 
93.8 
35.2 

94.0 
81.0 
70.0 

82.5 
25.9 
45.3 
/ 

96.8 
97.6 
29.4 

- 
- 
- 

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 

12.9 

- 

11.8 

11.8 

Driver Distraction a 

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

Vehicle Safety 

- 

84.5 

94.8 

94.5 

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

60.6 

12.5 

61.0 

12.8 

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 

Road Safety Management 

Italy starts from a medium level in all road safety areas related to Road Safety Management, 
except the national road safety observatory. All measures related to the areas of national road 
safety  authority  and  road  safety  legislation  are  on  track,  while  the  implementation  of  the 
measures related to national road safety budget and national road safety observatory has been 
delayed. 

8 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 

 
 
 
 
 
 
 
 
 
 
 
Table 16.8: Self-reported assessment of implementation progress of measures related to road 
safety management 

B1 

Road Safety Management 

1 

2 

3 

4 

National road safety authority 

National road safety budget 

Road safety legislation 

National road safety observatory 

Baseline 
Assessment (2021) 
medium 

medium 

medium 

low 

Progress 
(2021-2024) 
on track 

delayed 

on track 

delayed 

Specifically, the Ministerial Decree n.267 of 10/26/2023 reconstituted the Committee for the 
Direction and Coordination of Activities (CICASS) related to Road Safety at the Ministry of 
Infrastructure  and  Transport  in  order  to  coordinate  strategical  interventions  at  national 
level,  including  coordination  of  the  action  of  the  State  with  the  guidelines  of  the  European 
Union, identification of the priority lines for the preparation of the National Road Safety Plan, 
coordination  of  the  interventions  of  municipalities  and  other  public  and  private  entities, 
verification  of  the  measures  adopted  and  the  results  achieved,  also  with  regard  to  the 
interventions implemented by the bodies that own the roads.  

Also,  legislative  changes  to  the  highway  code  and  new  rules  on  road  safety  have  been 
approved. The new Highway Code published in the Official Gazette with Law no. 177 on 25 
November 2024, introduces some important changes to road safety regulations, e.g., sanctions 
are being increased for many offences. The new provisions entered into force on 14 December 
2024.  

In addition, specialist technical support has been introduced for the creation of a national road 
safety observatory for Italy. Before the end of 2025, the National Observatory for Road Safety 
is expected to be implemented, a portal that will gather all the information, news and statistics 
concerning road safety. At the same time, the observatory will serve as a tool for monitoring 
the progress of NRSP 2030. 

Within  this  context,  the  focus  is  on  the  data  collection  and  processing  with  the  purpose  of 
calculating Key Performance Indicators  (KPIs) in  association with  the Trendline project, 
research institutes and private societies. This activity is ongoing as KPIs are “operational goals” 
in the NRSP 2030. 

However,  it  is  noted  that  limited  state  funds  are  available  for  the  implementation  of  the 
activities envisaged in the NRSP 2030 and a national road safety budget is not yet operational 
in Italy. Regional and local authorities can allocate more resources from their own budget or 
funds resulting from charging administrative pecuniary sanctions (if in line with art. 208 and 
142 of the Highway code). 

Safe Road User Behaviour 

In relation to the pillar of Safe Road User Behaviour, Italy starts from a medium level in 2021 
in the half road safety areas, i.e. education, communication campaigns, professional drivers. 
The baseline is assessed as low in the areas of enforcement, new drivers training and vulnerable 
road users. The implementation of the measures related to new drivers training and professional 
drivers  has  not  started  yet,  while  has  delayed  for  the  area  of  vulnerable  road  users.  The 
remaining measures are on track.  

10 

 
 
 
 
 
 
 
 
Table 16.9: Self-reported assessment of implementation progress of measures related to road 
user behaviour 

B2 

Safe Road User Behaviour 

1 

2 

3 

4 

5 

6 

Enforcement 

Education 

New drivers training 

Communication campaigns 

Measures for vulnerable road users 

Measures for professional drivers 

Baseline 
Assessment (2021) 
low 

medium 

low 

medium 

low 

medium 

Progress 
(2021-2024) 
on track 

on track 

not started 

on track 

delayed 

not started 

The implementation of the specific strategic lines related to enforcement and vulnerable road 
users will be made executive in the individual implementation programs envisaged in the RSNP 
2030. A total of 6 million euros has been secured for traffic police equipment for roadside 
checks (breathalyser tests, speed detectors, etc.), and office supplies (hardware, software) for 
the coming years. 

Furthermore, as of Decree n. 267/2024, resources were allocated to Local DGs (Direzioni 
Generali Territoriali del MIT) for a plan of action with the aim of promoting safe road user 
behaviour throughout the country. Local DGs could carry out training and education 
measures for children, young and elderly drivers. Around 3.2 million euros are to be 
distributed to the Local Directorates of the Ministry for the organisation of training courses 
and awareness-raising events, in collaboration with driving school associations. 

Regarding communication campaigns, 2.78 million euros have been secured for road safety 
campaigns on TV, radio, web, press, street posters for the period 2023-2025. 

Safe Speeds 

Regarding the Safe Speeds pillar, Italy starts from a low level in all related road safety areas. 
In this pillar, all measures are on track, while the implementation of the measures related to the 
update of speed limits has not started yet.  

Concerning the enforcement of speeding, program agreements were signed between the end of 
2023 and the beginning of 2024 with the State Police and the Carabinieri for the purchase of 
road  control  instrumentation  in  order  to  counteract  the  riskiest  behaviours.  Also,  Program 
Agreements have been signed for the active monitoring of speeding.  

11 

 
 
 
 
 
 
 
 
 
 
 
 
Table 16.10: 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) 
low 

low 

low 

low 

Progress 
(2021-2024) 
not started 

on track 

on track 

on track 

Regarding the Safe Roads pillar, based on the self-reported assessment, the baseline is low for 
all road safety areas, except road design standards. Less progress has been made in this pillar. 
Only  measures  related  to  road  safety  audits  and  inspections  are  on  track,  while  the 
implementation of the remaining measures has either delayed or not started yet. 

Table 16.11: 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 

Baseline 
Assessment (2021) 

Progress 
(2021-2024) 

low 

low 

low 

low 

medium 

low 

delayed 

delayed 

not started 

not started 

not started 

on track 

Specifically,  the  strategic  plans  developed  by  individual  cities  (PUMS)  according  to  the 
ELTI Guidelines are currently being drafted, approved and adopted. In addition, 17.1 million 
euros are to be shared among the largest municipalities to finance the renewal and improvement 
of priority road signs. 

Regarding  the  area  of  urban  infrastructure  for  VRUs,  the  implementation  of  the  specific 
strategic lines will be made executive in the individual implementation programs envisaged in 
the RSNP 2030. A total of 13.5 million euros will be shared among the 14 largest municipalities 
to finance urban road works for pedestrian safety (according to D.M. 408 del 22/12/2022), such 
as 30 km/h areas, traffic lights on crossings, or vertical and horizontal road signs. 

Since July 2021, an agreement between the Ministry and ANSFISA, the agency responsible 
for road infrastructure safety, allows ANSFISA to implement a plan of inspections on roads, 
highways and infrastructure managers to operate following the correct maintenance procedures 
to ensure safety. In particular, sections of roads and highways and other infrastructure works 
such as bridges, viaducts and tunnels will be checked on a sample basis. 

Additionally, the Ministerial Decree n. 311 of 11/12/2024 has allocated resources to cities for 
a plan of maintenance of priority road signs. 

12 

 
 
 
 
 
 
 
 
 
Safe Vehicles 

In relation to the pillar of Safe Vehicles, Italy starts from a low level in all related areas. Only 
measures related to vehicle technical inspections are on track, while the implementation of the 
remaining measures has been delayed. 

Incentives for the implementation of ADAS systems on vehicles are under discussion and are 
also  foreseen  in  the  RNSP  2030.  Furthermore,  concerning  the  area  of  vehicle  technical 
inspection, a test campaign was conducted for vehicle safety and environmental requirements 
for the years 2022 and 2023. 

Table 16.12: Self-reported assessment of implementation progress of measures related to safe 
vehicles 

B5 

1 

2 

3 

4 

Safe Vehicles 

Fleet renewal 

Promotion of ADAS 

Technical vehicle inspection 

Automation preparation 

Post Crash Care 

Baseline 
Assessment (2021) 
medium 

low 

medium 

medium 

Progress 
(2021-2024) 
on track 

delayed 

on track 

on track 

Regarding the Post-Crash Care pillar, Italy also starts from a low level in 2021. A pilot study 
on post-crash care is being carried out between local authorities and medical services, using 
drones to assess the crash site and give the medical staff the chance to reach the scene faster. 
Additionally, an interdisciplinary project is being carried out related to the post-crash phase. 

Table 16.13: 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 

4.2.  Best Practices 

Baseline 
Assessment (2021) 
low 

low 

Progress 
(2021-2024) 
not started 

not started 

Examples of best practices are available for Italy: 

Safe Road User Behaviour: 

•  Communication campaigns: MIT campaign “Sulla Buona Strada” (2019), National 
Road  Police  and  Autostrade  per  l’Italia  compaign  "Sei  sicuro?"  (2019),  Automobile 
Club d’ Italia (ACI) campaign "Rispettiamoci" (2020), Ministry of Education and Merit 
"Progetto Edustrada" (2023). 

•  Measures for vulnerable road users: the Law no. 120 of 11 September 2020 makes a 
series of amendments to the Highway Code, especially for cyclists. It introduced urban 
cycle  roads  (a  single  carriageway  urban  road  with  priority  for  cyclists),  cycle  lanes, 
counterflow bike lanes and advanced stop lines for cyclists.  

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Also, a ministerial decree (1/4/2019) sets forth guidelines for replacing and upgrading 
safety  barriers  installed  on  road  infrastructure,  with  particular  attention  to  safety 
barriers for motorcyclists 

Safe Speeds: 

•  Monitoring speeding: Municipal authorities can now install speed cameras on urban 
and  city  centre  streets.  Until  now,  this  was  not possible  except  on  dual  carriageway 
roads, where the speed limit is 70 km/h. 

Safe Vehicles: 

•  Fleet renewal: The government provided incentives to upgrade transport companies’ 

vehicle fleets in 2018, with the measure being carried through to 2019. 

4.3.  Gaps 

Three  main  types  of  gaps  for  the  implementation  of  the  road  safety  plan  are  identified: 
legislative,  organizational  and  budgetary.  These  gaps  are  found  in  almost  all  road  safety 
areas of the six pillars.  

More specifically:  

• 

legislative  gaps  are  reported  for  the  areas  of:  road  safety  legislation,  enforcement, 
training  of  new  drivers,  vulnerable  road  users,  professional  drivers,  update  of  speed 
limits,  urban  infrastructure  for  VRUS,  motorways  safety  management,  road  design 
standards, road safety audits and inspections, fleet renewal and promotion of ADAS.  
•  Organisational gaps are reported for the areas of: national road safety authority, national 
road  safety  observatory,  communication  campaigns,  monitoring  of  speeding,  city 
mobility & safety plans, motorways safety management, road design standards, road 
safety audits and inspections, reduction of EMS reaction time and support of injured 
people. 

•  Budget  related  gaps  are  reported  for  the  road  safety  areas  of:  national  road  safety 

budget, fleet renewal, promotion of ADAS, vehicle technical inspections. 

5. Conclusions and Recommendations 

In the NRSP 2030, the targets of halving the numbers of road fatalities and serious injuries 
in 2030 compared to 2020 have been set. Also, intermediate targets for 2024 and 2027 and 
specific targets  for the road user groups of the highest risk have been defined.  It  should be 
noted that 2020 values (baseline year) have been replaced by 2019 values, due to the sharp 
decrease in road crashes and casualties during the Global COVID-19 pandemic (2020-2021). 

A  total  of  29  general  strategic  lines  are  included  in  the  strategy,  grouped  into  the  five  safe 
system approach pillars, and 44 specific strategic lines grouped into six road user categories. 

In 2024, Italy, with 51 fatalities per million inhabitants, ranked 19th out of the 27 member 
states  of  the  EU  in  terms  of  the  lowest  fatality  rates  per  population.  Compared  to  the  EU 
average, the distribution of fatalities in Italy showed a high proportion of powered two wheelers 
and fatalities occurred on roads inside urban areas. 

Based on data, between 2019 and 2024, a decrease of 5% in road fatalities was recorded. Also, 

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crash fatalities for all examined road user types declined, except killed PTWs and fatalities in 
single vehicle crashes. In addition, a reduction of 3% in serious injuries was recorded during 
the period 2019-2023. Accordingly, Italy needs to take additional action to achieve the 2030 
targets.  

Regarding progress in the implementation of the road safety actions foreseen in the NRSP 2030 
for  the  period  2021-2024,  significant  delays  are  reported,  mainly  due  to  legislative, 
organizational and budgetary issues. In particular, the measures of 12 out of 26 areas are on 
track. The implementation of measures in 6 areas has been delayed and in the remaining 8 areas 
has not started yet. 

Finally,  the  overall  road  safety  performance  (number  of  fatalities)  has  not  improved 
sufficiently in order to meet the target set for this period, which may be largely attributed 
to the delays met in the implementation of the road safety strategy. It is therefore necessary to 
accelerate the implementation of the delayed measures. In autumn 2025, Italian authorities will 
carry out a mid-term evaluation of the implementation of the road safety strategy, with the aim 
of  identifying  the  most  effective  actions  to  compensate  for  the  gaps  identified.  Within  this 
context, it would be also important to review the degree of implementation of the actions and 
to explore any other relevant activities, with emphasis on crashes inside urban areas and VRUs. 

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