Heavy Goods Vehicles and Buses

Transcription

1 Traffic Safety Basic Facts Main Figures Traffic Safety Basic Facts 2015 Heavy Goods Vehicles and Buses

2 General More than people died in road accidents involving HGVs in Heavy Goods Vehicles (HGVs) are defined as goods vehicles of over 3,5 tons maximum permissible gross weight. Road accidents involving HGVs tend to be more severe than other accidents because of the mass of these vehicles. Buses and coaches are included here because they too are normally relatively large, although minibuses are categorized as buses in some countries. Since 2004, the total number of fatalities involving HGVs in EU fell by almost 50% (Table 1). Table 1: Number of fatalities in accidents involving Heavy Goods Vehicles by country, BE BG CZ DK DE EE IE EL ES FR HR IT CY LV LT LU HU MT NL AT PL PT RO SI SK FI SE UK EU* Yearly Change - -3,0% -5,0% -5,3% -8,9% -18,9% -8,8% -2,2% -4,6% -6,4% IS NO CH * Totals for EU include latest available data (Lithuanian data not included in the totals) - 2 -

3 Table 2 presents the number of people killed over the last ten years in accidents involving buses and coaches. The number of people killed in these accidents in EU fell from over in 2004 to 736 in 2013, a fall of almost 50%. The totals from this and the previous table are presented in Figure 1. They have fallen in parallel, with approximately five times as many people killed per year in accidents involving HGVs as in accidents involving buses or coaches. More than 700 people died in road accidents involving buses or coaches in Table 2: Number of fatalities in accidents involving buses or coaches by country, BE BG CZ DK DE EE IE EL ES FR HR IT CY LV LT LU HU MT NL AT PL PT RO SI SK FI SE UK EU* Yearly -5,7% -6,3% -4,7% -14,0% -7,3% -8,6% -8,9% 1,7% -9,9% Change IS NO CH * Totals for EU include latest available data (Lithuanian data not included in the totals) - 3 -

4 Figure 1 shows that the number of deaths in accidents involving HGVs and in accidents involving buses or coaches fell between 2004 and 2013, but the EU total number of deaths also fell over this period. Figure 1: Number of fatalities in accidents involving Heavy Goods Vehicles and buses or coaches, EU, The annual number of people killed in road accidents involving HGVs, buses or coaches fell by nearly 50% between 2004 and 2013 in EU. The risk of being killed in such an accident can be compared for each Member State using the rate of deaths per million population. These rates are shown in Table 3 and Figure

5 The risk of being killed in a road accident involving a HGV is highest in Bulgaria. Table 3: Fatality rates per million population in accidents involving HGVs and buses or coaches by country, 2013 or latest available year HGVs accidents Bus or Coach accidents BE 9,0 2,1 BG 24,6 8,0 CZ 11,8 2,0 DK 5,7 0,5 DE 9,3 1,0 EE 15,9 3,0 IE 2,6 2,2 EL 6,7 2,0 ES 4,6 0,8 FR 7,1 0,7 HR 9,6 2,8 IT 4,5 1,5 CY 3,5 0,0 LV 18,3 3,0 LT - - LU 14,9 3,7 HU 10,7 2,6 MT 2,4 2,4 NL 4,9 0,6 AT 5,9 0,9 PL 19,4 2,3 PT 7,6 1,5 RO 6,9 2,4 SI 3,4 1,9 SK 19,6 3,3 FI 12,9 1,7 SE 3,1 1,2 UK 4,2 1,3 EU 7,9 1,5 IS 3,1 3,1 NO 9,3 1,8 CH 3,9 0,5 Sources: CARE database (EUROSTAT for population data), data available in May

6 Figure 2: Fatality rates per million population in accidents involving HGVs and buses or coaches by country, 2013 or latest available year Sources: CARE database (EUROSTAT for population data), data available in May 2015 The EU-average fatality rate in accidents involving HGVs is 8 per million population, and ranges from around 3 in Ireland, and Sweden, to 25 in Bulgaria. For accidents involving buses or coaches, the EU-average fatality rate is 1,5 per million population. Figure 3 shows that more than 15% of fatalities in 2013 died in accidents that involved HGVs. Figure 3: Percentage of fatalities in accidents involving HGVs and buses or coaches of all road fatalities by country, 2013 or latest available year More More than than 15% 15% of of people people who who died died in in road road accidents accidents in in died died in in accidents accidents that that involved involved HGVs. HGVs - 6 -

7 Map 1: Distribution of road fatalities by country and mode of transport, 2013 or latest available year In the EU countries, 15% of deaths occurred in 2013 in accidents involving HGVs, and almost 3% in accidents involving buses or coaches. Map 1 shows considerable variation around these averages in individual countries

8 Figure 4: Percentage of fatalities in accidents involving HGVs and buses or coaches of all road fatalities, EU, The decreasing trend of fatalities involving HGVs during the last years has been inverted in 2009 continuing. Figure 4 shows the proportion of fatalities in accidents involving HGVs and buses or coaches

9 Type of casualties Nearly half of those who died in 2013 in road accidents that involved HGVs were travelling by car. These accidents injured those outside the vehicles as well as their occupants. Across the EU, 15% of those killed in HGV accidents in 2013 were occupants of HGVs, and 21% of those killed in bus or coach accidents were occupants of buses or coaches. Table 4 lists those killed in these accidents by road user type. The distributions are illustrated in Figure 5. Table 4: Number and distribution of fatalities in accidents involving HGVs and buses or coaches by road user type, EU, 2013 Accidents involving HGVs Bus and Coach Fatalities % Fatalities % HGV occupant % 12 2% Bus or Coach occupant 21 1% % Car occupant % % Light GV occupant 149 4% 16 2% Moped rider 63 2% 9 1% Motorcycle rider 250 6% 62 8% Pedal cyclist 284 7% 52 7% Pedestrian % % Other/unknown 59 1% 11 1% EU* % % * Totals for EU include latest available data Almost 30% of those who died in 2013 in road accidents that involved buses or coaches were pedestrians. Figure 5: Distribution of fatalities in accidents involving HGVs and buses or coaches by road user type, EU,

10 Type of road The CARE data show whether accidents occurred on motorways and, for non-motorway accidents, whether on urban or rural roads. Table 5 shows the distribution of fatalities in accidents involving HGVs. The results for the EU countries are illustrated in Figure 6 for HGV accidents and for Bus or Coach accidents. 58% of fatalities in HGV accidents in 2013 occurred in rural areas; in Estonia and Finland, this percentage is higher than 85%. Table 5: Distribution of fatalities in accidents involving HGVs by country and road type, 2013 or latest available year HGV Motorway Rural* Urban* not known Total BE 36% 42% 22% 100 BG 3% 72% 25% 179 CZ 7% 66% 27% 124 DK 19% 44% 38% 32 DE 28% 49% 24% 759 EE 0% 95% 5% 21 IE 8% 67% 25% 12 EL 18% 43% 39% 74 ES 31% 62% 7% 217 FR 17% 64% 19% 463 HR 24% 39% 37% 41 IT 24% 56% 19% 267 CY 0% 33% 67% 3 LV 0% 73% 27% 35 LT LU 13% 38% 50% 8 HU 11% 62% 26% 106 MT 0% 0% 100% 1 NL 25% 43% 30% 1% 83 AT 20% 60% 20% 50 PL 2% 62% 36% 748 PT 9% 49% 43% 80 RO 1% 51% 48% 139 SI 29% 43% 29% 7 SK 8% 56% 36% 106 FI 3% 87% 10% 70 SE 10% 77% 13% 30 UK 11% 65% 24% 264 EU 15% 58% 26% 0% NO 0% 87% 13% 0% 48 CH 10% 35% 55% 0% 31 * Rural and urban roads do not include motorways

11 Figure 6: Distribution of fatalities in accidents involving HGVs and buses or coaches by road type, EU, 2013 About 50% of fatalities in Bus or Coach accidents occurred in urban areas

12 Time of the day The distribution of fatalities by time of the day was examined by dividing the day into six 4-hour periods. This is shown for HGV accidents in Table 6. The hourly rates are relatively high between 08:00 and 20:00 in all countries. The hourly fatality rate in road accidents involving HGVs in 2013 is high between 8am and 16pm. Table 6: Total number and distribution of fatalities in accidents involving HGVs by country and time of day, 2013 or latest available year HGV Total BE 12% 23% 21% 29% 8% 7% 100 BG 8% 16% 19% 27% 21% 8% 179 CZ 11% 22% 28% 23% 10% 6% 124 DK 0% 31% 28% 22% 16% 3% 32 DE 8% 21% 25% 27% 14% 5% 759 EE 5% 38% 14% 14% 19% 10% 21 IE 8% 17% 33% 17% 17% 8% 12 EL 9% 20% 22% 22% 14% 14% 74 ES 9% 17% 23% 25% 20% 6% 217 FR 7% 21% 26% 25% 16% 4% 463 HR 12% 27% 15% 22% 10% 15% 41 IT 7% 22% 21% 21% 23% 6% 267 CY 33% 0% 67% 0% 0% 0% 3 LV 6% 9% 29% 26% 26% 6% 35 LT LU 13% 38% 13% 13% 25% 0% 8 HU 5% 23% 30% 25% 13% 4% 106 MT 0% 0% 100% 0% 0% 0% 1 NL 5% 20% 27% 39% 7% 2% 83 AT 12% 14% 24% 36% 10% 4% 50 PL 8% 18% 22% 28% 16% 8% 748 PT 3% 20% 19% 28% 24% 8% 80 RO 12% 17% 17% 22% 17% 14% 139 SI 29% 43% 0% 14% 14% 0% 7 SK 10% 25% 19% 26% 12% 7% 106 FI 9% 10% 26% 26% 27% 3% 70 SE 0% 20% 43% 17% 13% 7% 30 UK 9% 20% 25% 26% 14% 6% 264 EU 8% 20% 24% 26% 16% 6% NO 4% 17% 27% 27% 19% 6% 48 CH 0% 19% 39% 39% 3% 0%

13 Figure 7 illustrates the EU distribution for HGV accidents and for bus or coach accidents by hour of day. The hourly fatality rate in road accidents involving HGVs in 2013 peaked at 2 pm; the rate of accidents involving buses or coaches peaked at 5 pm. Figure 7: Distribution of fatalities in accidents involving HGVs and buses or coaches by time of the day, EU, 2013 Day of the week Figure 8 illustrates the EU distribution for HGV accidents and bus or coach accidents, and shows a relatively high proportion of fatalities in the accidents that occurred from Thursday to Sunday for buses or coaches, and Monday to Friday for HGVs. Figure 8: Distribution of fatalities in accidents involving HGVs and buses or coaches by day of the week, EU,

14 Table 7 shows the distribution of HGV accidents by day of the week. The rates are generally much higher on weekdays than at the weekend. The fatality rate in road accidents involving HGVs in 2013 was much lower at the weekend than on weekdays. Table 7: Total number and distribution of fatalities in accidents involving HGVs by country and day of the week, 2013 or latest available year HGV Monday Tuesday Wednesday Thursday Friday Saturday Sunday Total BE 17% 21% 22% 19% 16% 3% 2% 100 BG 9% 11% 15% 12% 26% 17% 11% 179 CZ 18% 19% 13% 19% 22% 7% 3% 124 DK 25% 28% 9% 22% 13% 0% 3% 32 DE 22% 19% 16% 18% 14% 7% 4% 759 EE 19% 5% 10% 24% 14% 24% 5% 21 IE 25% 8% 0% 25% 25% 0% 17% 12 EL 15% 9% 16% 20% 20% 15% 4% 74 ES 15% 18% 17% 19% 18% 6% 6% 217 FR 18% 19% 17% 16% 17% 10% 2% 463 HR 17% 5% 20% 27% 15% 15% 2% 41 IT 18% 16% 21% 13% 18% 9% 5% 267 CY 0% 0% 33% 0% 33% 33% 0% 3 LV 0% 0% 0% 0% 0% 11% 0% 37 LT LU 25% 13% 25% 25% 0% 13% 0% 8 HU 14% 24% 18% 20% 16% 7% 2% 106 MT 0% 0% 0% 0% 0% 100% 0% 1 NL 17% 24% 14% 14% 18% 8% 4% 83 AT 28% 22% 12% 22% 10% 6% 0% 50 PL 16% 17% 16% 16% 16% 11% 7% 748 PT 19% 20% 16% 16% 18% 8% 4% 80 RO 18% 19% 11% 19% 17% 7% 9% 139 SI 0% 14% 14% 14% 14% 43% 0% 7 SK 14% 16% 15% 16% 20% 18% 1% 106 FI 11% 20% 23% 20% 11% 4% 10% 70 SE 13% 3% 43% 20% 10% 7% 3% 30 UK 22% 17% 15% 17% 17% 8% 5% 264 EU 18% 18% 17% 17% 17% 9% 5% NO 15% 25% 13% 21% 21% 2% 4% 48 CH 19% 19% 10% 19% 29% 3% 0%

15 Seasonality Table 8 shows the distribution of fatalities in accidents involving HGVs through the year, using pairs of months. The peak period varies between countries, and for the EU it is September-October. There was little variation through the year in the fatality rate in road accidents involving HGVs in 2013; the peak months are September and October. Table 8: Total number and distribution of fatalities in accidents involving HGVs by country and month, 2013 or latest available year HGV Jan-Feb Mar-Apr May-Jun Jul-Aug Sep-Oct Nov-Dec Total BE 15% 27% 11% 16% 19% 12% 100 BG 15% 10% 12% 22% 24% 17% 179 CZ 12% 13% 13% 24% 22% 16% 124 DK 19% 25% 19% 6% 16% 16% 32 DE 13% 15% 19% 19% 19% 15% 759 EE 19% 14% 10% 0% 29% 29% 21 IE 25% 33% 17% 8% 8% 8% 12 EL 9% 14% 14% 26% 22% 16% 74 ES 19% 18% 11% 16% 23% 13% 217 FR 12% 13% 14% 20% 22% 19% 463 HR 15% 5% 20% 15% 20% 27% 41 IT 13% 16% 15% 18% 20% 17% 267 CY 0% 0% 33% 0% 67% 0% 3 LV 11% 14% 19% 16% 16% 24% 37 LT LU 0% 38% 13% 25% 13% 13% 8 HU 8% 20% 23% 22% 17% 10% 106 MT 0% 0% 0% 100% 0% 0% 1 NL 8% 16% 20% 27% 17% 12% 83 AT 12% 18% 12% 22% 28% 8% 50 PL 11% 14% 16% 18% 24% 17% 748 PT 24% 9% 15% 18% 20% 15% 80 RO 13% 18% 19% 14% 24% 12% 139 SI 14% 43% 14% 14% 14% 0% 7 SK 16% 8% 13% 25% 16% 22% 106 FI 17% 7% 21% 14% 14% 26% 70 SE 23% 13% 20% 27% 10% 7% 30 UK 14% 17% 14% 20% 18% 17% 264 EU 13% 15% 16% 19% 21% 16% NO 17% 17% 10% 17% 27% 13% 48 CH 3% 16% 13% 19% 23% 26%

16 Figure 9 illustrates the EU distribution. It includes the distribution for accidents involving buses or coaches, which peaks in July-August. Figure 9: Distribution of fatalities in accidents involving HGVs and buses or coaches by month, EU, 2013 Age The rate for accidents involving buses or coaches in 2013 peaked in July and August. Figure 10 illustrates the EU age distribution, and also includes the distribution for accidents involving buses or coaches. Figure 10: Distribution of fatalities in accidents involving HGVs and buses or coaches by age group, EU,

17 Table 9 provides details of the age of fatalities in accidents involving HGVs. Relatively few children died in road accidents involving HGVs in 2013, and more than one third of fatalities were aged Table 9: Total number and distribution of fatalities in accidents involving HGVs by country and age group, 2013 or latest available year HGV Unknown Total BE 4% 0% 15% 46% 13% 22% 0% 100 BG 4% 2% 16% 41% 21% 17% 0% 179 CZ 2% 0% 12% 45% 23% 16% 1% 124 DK 6% 0% 16% 25% 22% 31% 0% 32 DE 2% 1% 11% 36% 24% 27% 0% 759 EE 0% 0% 24% 48% 10% 19% 0% 21 IE 0% 0% 8% 42% 17% 33% 0% 12 EL 1% 0% 15% 39% 14% 30% 1% 74 ES 2% 1% 7% 45% 28% 17% 0% 217 FR 3% 2% 12% 39% 21% 23% 0% 463 HR 0% 0% 12% 41% 32% 15% 0% 41 IT 3% 0% 6% 41% 22% 23% 4% 267 CY 0% 0% 33% 33% 0% 33% 0% 3 LV 0% 0% 8% 49% 22% 14% 8% 37 LT LU 0% 0% 13% 38% 38% 13% 0% 8 HU 2% 2% 6% 40% 34% 16% 1% 106 MT 0% 0% 0% 100% 0% 0% 0% 1 NL 2% 2% 5% 31% 27% 31% 1% 83 AT 0% 0% 14% 30% 22% 34% 0% 50 PL 3% 2% 14% 39% 25% 18% 0% 748 PT 0% 3% 8% 46% 24% 20% 0% 80 RO 2% 1% 9% 49% 24% 14% 0% 139 SI 0% 0% 57% 14% 29% 0% 0% 7 SK 5% 2% 10% 46% 15% 9% 12% 106 FI 1% 3% 11% 33% 29% 23% 0% 70 SE 0% 0% 17% 27% 27% 30% 0% 30 UK 2% 3% 16% 36% 20% 24% 0% 264 EU 2% 1% 12% 39% 23% 21% 1% NO 2% 0% 23% 38% 21% 15% 0% 48 CH 10% 0% 10% 26% 29% 26% 0%

18 Gender Table 10 provides gender details of fatalities in accidents involving HGVs. Figure 11 illustrates the EU distribution, and also includes the distribution for accidents involving buses or coaches. The percentage of female fatalities in the latter accidents is higher than in the HGVs ones. Three quarters of the fatalities in accidents involving HGVs were male. Table 10: Total number and distribution of fatalities in accidents involving HGVs by country and gender, 2013 or latest available year HGV Female Male Unknown Total BE 30% 70% 0% 100 BG 21% 79% 0% 179 CZ 19% 78% 2% 124 DK 50% 50% 0% 32 DE 27% 73% 0% 759 EE 29% 71% 0% 21 IE 33% 67% 0% 12 EL 18% 82% 0% 74 ES 23% 77% 0% 217 FR 27% 73% 0% 463 HR 10% 90% 0% 41 IT 18% 82% 0% 267 CY 0% 100% 0% 3 LV 22% 76% 3% 37 LT LU 25% 75% 0% 8 HU 27% 71% 2% 106 MT 0% 100% 0% 1 NL 33% 67% 0% 83 AT 32% 68% 0% 50 PL 23% 77% 0% 748 PT 23% 78% 0% 80 RO 17% 83% 0% 139 SI 43% 57% 0% 7 SK 18% 82% 0% 106 FI 26% 74% 0% 70 SE 37% 63% 0% 30 UK 23% 77% 0% 264 EU 24% 76% 0% NO 31% 69% 0% 48 CH 35% 65% 0%

19 Figure 11: Distribution of fatalities in accidents involving HGVs and buses or coaches by gender, EU,

20 Accident Causation Specific critical events relating to timing are recorded for 52% of HGV or bus drivers in the sample. During the EC SafetyNet project, in-depth data were collected using a common methodology for samples of accidents that occurred in Germany, Italy, The Netherlands, Finland, Sweden and the UK 12. The SafetyNet Accident Causation Database was formed between 2005 and 2008, and contains details of accidents covering all injury severities. A detailed process for recording causation (SafetyNet Accident Causation System SNACS) attributes one specific critical event to each driver, rider or pedestrian. Links then form chains between the critical event and the causes that led to it. For example, the critical event of late action could be linked to the cause observation missed, which was a consequence of fatigue, itself a consequence of an extensive driving spell. In the database, 16% (158) of the accidents involve HGV or bus drivers. Minibuses are included in the bus category in the database. HGV drivers account for 79% of this group and bus drivers 21%, with 94% being male. Figure 12 compares the distributions of specific critical events for HGV or bus drivers and other drivers or riders in HGV/bus accidents. Figure 12: Distribution of specific critical events - HGV or bus drivers and other drivers/riders in HGV/bus accidents No action Specific Critical Event Premature action (initiated too early) Late action Incorrect direction (includes leaving road) Surplus speed Surplus force (excess acceleration or braking) Shortened distance (road user(s)/environment too close) Prolonged action/movement (continued on too long) Skipped action HGV/bus drivers n=167 other drivers/riders in HGV/bus accidents n=122 Insufficient speed Other 0% 5% 10% 15% 20% 25% 30% 35% Proportion of drivers/riders Source: SafetyNet Accident Causation Database 2005 to 2008 / EC; N=289; Date of query: 2010 Of the specific critical events under the general category of timing, premature action and late action are both more frequent for HGV and bus drivers, with no action higher for the other drivers/riders. A premature action is one undertaken before a signal has been given or the required conditions are established, for example entering a junction before it is clear of other traffic. The next two specific critical events of incorrect direction and surplus speed are both higher for the other drivers/riders, although only slightly 1 SafetyNet D5.5, Glossary of Data Variables for Fatal and Accident Causation Databases 2 SafetyNet D5.8, In-Depth Accident Causation Database and Analysis Report

21 more for incorrect direction. Incorrect direction refers to a manoeuvre being carried out in the wrong direction (for example, turning left instead of right) or leaving the road (not following the intended direction of the road). Surplus speed describes speed that is too high for the conditions or manoeuvre being carried out, travelling above the speed limit and also if the driver is travelling at a speed unexpected by other road users. 22% of the links between causes are observed to be between faulty diagnosis and information failure. Table 11 gives the most frequent links between causes for HGV or bus drivers/riders. For this group there are 195 such links in total. Like the car driver group, faulty diagnosis and observation missed are the two dominant causes. Faulty diagnosis is an incorrect or incomplete understanding of road conditions or another road user s actions. It is linked to both information failure (for example, a driver thinking another vehicle was moving when it was in fact stopped and colliding with it) and communication failure (for example, pulling out in the continuing path of a driver who has indicated for a turn too early). Unlike the car driver group, the most frequent cause leading to observation missed is permanent sight obstruction. This refers to vehicle blind spots on these larger vehicles, where drivers cannot see part of the road infrastructure or other road users. Also observed for these larger vehicles are causes leading to equipment failure, both unpredictable system functions/characteristics (covering problems with vehicle load) and poor maintenance. Table 11: Ten most frequent links between causes HGV or bus drivers Links between causes Frequency Faulty diagnosis - Information failure (between driver and traffic environment or driver and vehicle) 43 Observation missed - Permanent sight obstruction 23 Observation missed - Distraction 13 Equipment failure - Unpredictable system functions/characteristics 10 Observation missed - Faulty diagnosis 8 Observation missed - Permanent obstruction to view 7 Observation missed - Inadequate plan 6 Equipment failure - Maintance failure condition of vehicle 6 Observation missed - Inattention 5 Observation missed - Temporary obstruction to view 5 Others 69 Total 195 Source: SafetyNet Accident Causation Database 2005 to 2008 / EC; Date of query:

22 Notes 1. Country abbreviations Belgium BE Italy IT Romania RO Bulgaria BG Cyprus CY Slovenia SI Czech Republic CZ Latvia LV Slovakia SK Denmark DK Lithuania LT Finland FI Germany DE Luxembourg LU Sweden SE Estonia EE Hungary HU United Kingdom UK Ireland IE Malta MT Greece EL Netherlands NL Iceland IS Spain ES Austria AT Liechtenstein LI France FR Poland PL Norway NO Croatia HR Portugal PT Switzerland CH 2. Sources: CARE (Community database on road accidents) The full glossary of definitions of variables used in this Report is available at: 3. Data available in May Data refer to 2013 and when not available the latest available data are used (2009 data for BG and EE, 2010 data for MT and SK, and 2012 data for IE). Totals and related average percentages for EU also include latest available data. 5. Lithuanian data not included in the totals. 6. All data for Germany and 2013 data for Italy have been modified after the publication of the 2015 edition of Traffic Safety Basic Facts. 7. This 2015 edition of Traffic Safety Basic Facts updates the previous versions produced within the EU co-funded research projects SafetyNet and DaCoTA. 8. Disclaimer This report has been produced by the National Technical University of Athens (NTUA), the Austrian Road Safety Board (KFV) and the European Union Road Federation (ERF) under a contract with the European Commission. Whilst every effort has been made to ensure that the matter presented in this report is relevant, accurate and up-to-date, the Partners cannot accept any liability for any error or omission, or reliance on part or all of the content in another context. Any information and views set out in this report are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission s behalf may be held responsible for the use that may be made of the information contained therein. 9. Please refer to this Report as follows: European Commission, Traffic Safety Basic Facts on Heavy Goods Vehicles and Buses, European Commission, Directorate General for Transport, June

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